The pilot reported that he and his co-owner had flown the airplane the night before the accident; it flew normally without problems. On the morning of the accident, he had to use the low-pressure boost pump to start the engine, but the pre-takeoff run-up was normal. The airplane ised most of the 4201-foot-long runway before becoming airborne. On reaching about 500 feet agl, the pilot determined the engine was not producing full power. He turned on the low-pressure boost pump and climbed to 1000 feet agl before turning back to the airport. The engine continued losing power, so he conducted a forced landing to a cornfield. A witness reported observing dark exhaust trailing the airplane during the takeoff.
A witness observed the airplane make a normal landing aligned with the runway centerline. His attention was momentarily diverted and when he looked back, the airplane was established in a gradual left turn, maneuvering at a slow speed in a three-point attitude. The airplane then collided with the airport perimeter fence and came to rest about 600 feet past the touchdown point. The pilot stated that, despite application of brakes and right rudder, the airplane veered off the runway. Damage included the right wing strut.
The pilot-rated passenger later stated he verified that the flaps were down and the three green landing gear lights were illuminated in the cockpit during the approach. Just before landing, he heard the angle of attack indicator alarm. The airplane landed hard, and he heard a loud pop and felt the left main landing gear fracture. The airplane then slid off the left side of the runway, colliding with PAPI lights, and continued sliding until the right wing dug into the ground. The airplane then flipped over and caught fire. The cockpit canopy was jammed, but several observers helped open it and egress the two occupants.
The pilot later stated he selected the landing gear handle to the down position, but the main landing gear did not lock in the extended position. He then selected the landing gear handle up, but the landing gear did not retract. After maneuvering away from the airport, an attempt to pump down the gear with the emergency hand pump was unsuccessful. An airframe-mounted mirror indicated the left landing gear was down. During the landing, the right main landing gear collapsed and the airplane veered to the right and departed the runway surface, coming to rest on the parallel taxiway.
After maneuvering away from the airport, the Piper returned and executed a touch-and-go landing. Radar data indicate the airplane climbed to 900 feet msl at 80 knots of groundspeed before radar contact was lost. Witnesses observed the airplane flying normally, then saw the left wing separate from the fuselage, which impacted a field. Preliminary examination revealed the left wing main spar exhibited cracks from metal fatigue extending through more than 80 percent of the lower spar cap, and portions of the forward and aft spar web doublers. The right wing also exhibited fatigue cracks in the lower spar cap at the same hole location extending up to 0.047-inch deep. The 2007 airplane had accumulated 7690 flight hours since new. Weather at 0953 included wind from 260 degrees at seven knots, 10 statute miles of visibility and few clouds at 25,000 feet.
At about 1051 Eastern time, the airplane was substantially damaged when it struck terrain during an attempted go-around. The private pilot and the pilot-rated passenger were not injured. Visual conditions prevailed.
fatal accidents and accident rates. A table from the fact sheet is reproduced above."
At about 1725 Eastern time, the airplane sustained substantial damage following a landing gear separation during landing. The flight instructor in the right seat and the pilot receiving instruction in the left seat sustained no injuries. Visual conditions were present.
The pilot reported attempting to activate the airports pilot-controlled lighting (PCL) system, but was unsuccessful. He continued toward the airport and, while maneuvering for a landing, he lost sight of the airport. The pilot continued to descend, however, and the airplane sustained substantial damage when it impacted a fence adjacent to the runway at around 1650 Central time. The private airports owner reported the PCL does not receive signals from the southeast, due to obstructions. The accident airplane was approaching from the southeast.
At about 1735 Pacific time, the airplane sustained substantial damage during a forced landing after a reported loss of engine power. The flight instructor and commercial pilot sustained minor injuries. Visual conditions prevailed.According to the pilot, on final approach, one of the airplanes two engines began to surge and lost power. Unable to make the airport, he decided to land on a nearby field located on a golf course. During the landing, the airplanes right wing struck an obstacle, resulting in substantial damage to the wing. The airplane came to rest in a pond, submerged in water.
October 1, 2017, Klamath Falls, Ore.Cirrus Design SR22At about 1043 Pacific time, the airplane was destroyed when it impacted terrain while maneuvering in a remote mountainous area. The private pilot and the passenger received fatal injuries. Instrument conditions were reported in the area at the time of the accident.
The pilot later stated the approach to land was steeper and faster than normal as he was aware of cranes near Runway 18s approach end. The airplane landed long and instead of going around, the pilot continued with the landing. The airplane went off the runway and into Tampa Bay. Observed weather included wind from 170 degrees at eight knots.