Factual Information
On 22 July 2004, a Cirrus SR20, registration N5338S, was damaged during landing at Ústí nad Orlicí Airport (LKUO) at 18:25 UTC. The aircraft, manufactured by Cirrus Design Corp. on 10 October 2003, had a Teledyne Continental IO-360 ES engine and a three-bladed metal propeller. The pilot, a 36-year-old Dutch national holding a valid FAA PPL and first-class medical certificate, had approximately 340 total flight hours, with 80 hours on type. He had previously visited LKUO and made two takeoffs and three landings there between 15 and 22 July.
The flight originated from Pardubice (LKPD) under VFR. The pilot approached LKUO from the west and joined the right-hand circuit for runway 32. He chose the southeastern half of the grass runway. According to the pilot, the landing occurred at 75 knots, initially on the right main wheel, followed by a bounce to the left wheel and a nose-up attitude. He reacted by pushing the control yoke forward, causing the rotating propeller to contact the grass surface. The rollout continued without further propeller strikes.
The aircraft sustained damage to the nose gear strut at the transition to the wheel fork, the fiberglass aerodynamic fairing, and the propeller blades, which showed dirt and abrasions 80–100 mm from the tips. Post-accident measurement showed the propeller tip clearance was 154 mm, 49 mm less than the prescribed 203 mm at maximum takeoff weight. The nose gear strut and other damaged parts were replaced, and the propeller was inspected.
The runway surface was wet after a light rain shower. The wind was from 040–060° at 1–2 knots, visibility over 10 km. A light rain shower occurred from 18:22 to 18:32 UTC. The AFIS service was not manned at the time of landing.
Examination of the landing marks revealed five touchdowns. The first was a three-point landing followed by a 43 m bounce. The second touchdown began with the nose gear, then the right main, and after two meters the left main, followed by a 52 m bounce. The third was a three-point landing with one propeller strike, followed by a 38 m bounce. The fourth began with the nose gear and after two meters both main wheels, with four propeller strikes, followed by a 34 m bounce. The fifth and final touchdown was a three-point landing with simultaneous propeller strikes, after which the aircraft rolled to a parking position without further bouncing. Total ground roll distance was 172 m.
Toxicological tests for alcohol were negative. The aircraft had a valid airworthiness certificate and insurance.
Analysis
The pilot had appropriate qualifications and medical fitness. The aircraft was airworthy and its condition did not contribute to the event. Meteorological conditions were suitable for landing, although influenced by local rain showers. The runway condition was acceptable for the aircraft type. The pilot chose to land between rain showers to use the time gap.
Conclusions
In an effort to use the time gap between showers, the pilot tried to shorten the landing time, thereby putting himself under time pressure. Consequently, the pilot paid less attention to the quality of the landing, which was performed at a higher speed.
Safety Recommendations
No safety recommendations were deemed necessary.