History of the Flight
On 26 March 2024, the pilot of G-RGSK, a Cirrus SR22T, contacted Duxford Information at 1310 UTC to request a radio check and airfield information for a circuits flight. The pilot departed from asphalt Runway 06R into a southerly right-hand circuit. He completed three circuits; the first two were uneventful. The final approach for a touch-and-go was less busy, with no conflicting traffic. The Flight Information Service Officer reported wind from 150° at 8 kt with gusts to 14 kt.
On touchdown, the aircraft bounced. Full power was applied for a go-around. Witness video showed the aircraft remaining low with a slightly nose-high attitude and left bank. The aircraft yawed left, reaching about 90° to the runway heading as bank angle increased to approximately 90° left wing low. The nose then dropped, the left wing struck the ground, followed by the nose. The aircraft was severely disrupted on impact, and the ballistic parachute system deployed during the impact sequence. The pilot sustained fatal injuries.
Witness Evidence
Two pilots in a Harvard T6 on the parallel grass runway witnessed the touchdown. One observed the aircraft bounce about 2 ft with flaps down. The other noted the aircraft attitude appeared higher than expected and heard the propeller sound change as full power was applied. G-RGSK passed in front of them and struck the ground ahead and to the left. A witness at the western apron captured video of the go-around and impact, showing the aircraft deviating left.
Accident Site
The wreckage came to rest on grass near Runway 06L threshold. Initial ground impact marks showed a fan-shaped discolouration from fuel spray, but no fire. The aircraft was highly disrupted, with detached propeller blades embedded 6 m from initial impact. The Cirrus Airframe Parachute System (CAPS) parachute had deployed fully and was lying flat. The rocket motor had fired. Both wings were severely damaged; the left wing detached, the right wing twisted. The rear fuselage broke near the tailplane leading edge.
Recorded Information
Data from the Recoverable Data Module (RDM) and other sources were analysed. The autopilot was not engaged. The aircraft climbed to 1,344 ft pressure altitude and varied between 1,033 and 1,344 ft during the downwind leg, with airspeed between 89 and 159 KIAS. On the final approach, parameters stabilized. After touchdown, the aircraft bounced, and the pilot applied full power. The recorded parameters indicated the aircraft approached stall as nose attitude increased, triggering the stall warning. The yaw and roll left were not controlled, leading to a stall during the left turn. The aircraft struck the ground with a left wing low attitude at about 90° left of runway heading.
Conclusion
The investigation determined that the aircraft approached the stall as the nose attitude was increased for the go-around, triggering the stall warning. The tendency to yaw and roll left was not controlled, causing the aircraft to turn left, and it stalled during the turn. The pilot sustained fatal injuries.