The pilot reported that he encountered “a major wind gust” while on a visual approach to Runway 4 at Clovis Regional Airport (KCVN) in New Mexico.
In response, he aborted the approach, applied full engine power, and retracted the Piper PA-46-450P’s landing gear and flaps. However the airplane did not have enough speed and power to maintain flight.
The pilot subsequently felt the airplane buffet and lowered the nose.
He maneuvered the airplane and initiated a gear-up landing to an open field adjacent to Runway 4. During the landing sequence, the right horizontal stabilizer hit an airport sign, and the airplane came to rest upright.
A post-accident fire ensued.
The automated weather observation station on the airport reported that, about 4 minutes before the accident, the wind was from 180° at 11 knots. The same automated station reported that, about 56 minutes after the accident, the wind was from 160° at 10 knots. The calculated crosswind component at the time of the accident was about 7 knots, with a tailwind of about 8 knots.
Post-accident examination of the airplane revealed that the fuselage undercarriage, right horizontal stabilizer, and the right elevator were substantially damaged.
A review of the airplane’s Pilot Operating Handbook (POH), Section 4.33, “GO-AROUND,” states, in part, “To initiate a go-around from a landing approach, the mixture should be set to full RICH, the propeller control should be a full INCREASE, and the throttle should be advanced to full power while the pitch attitude is increased to obtain the balked landing climb speed of 80 KIAS. Retract the landing gear and slowly retract the flaps when a positive climb is established. Allow the airplane to accelerate to the best angle of climb (81 KIAS) for obstacle clearance or to the best rate of climb speed (110 KIAS) if obstacles are not a factor.”
Probable Cause: The pilot’s failure to follow the go-around procedures by prematurely retracting the flaps and not establishing a proper go-around climb speed after attempting to land with a quartering tailwind, resulting in the airplane’s inability to climb.
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This October 2022 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
If you ”smoothly, but positively” (sorry, my term) increase power, as opposed to slamming the throttle into the dashboard, the turbocharger will keep up without the engine barking at you.
Will it ‘balk’ if you slam the throttle full in, from idle, at 6,000’+ density altitudes? Honestly, I’ve not had to do that.
However, bottom line:
Despite some strong opinions to the contrary, my recommendation is operate in accordance with the manufacturer’s guidance. If you opt to do something other than what’s in the POH, i.e. apply a generic rule-of-thumb…you’re a test pilot.
Tom
Thanks Tom,
So flying this engine on a go-around, the pilot can’t ‘panic’ but know how to get the engine to full power at high DA.
Tom C,
I don’t fly a turbo aircraft, but from what I’ve read, does this sound right. ?
On final at low power the manifold pressure is low with the turbos spooled down.
So, if a go-around is needed, the turbos need a few seconds to spool up.
With the high DA, the engine is NA until the turbos provide boost pressure.
so the mixture must be leaned and full throttle.
Once the turbos provide boost the mixture goes full rich.
Landing at his home airport and decides to try landing with a10 kt quartering tailwind ?
Why not use rwy 22 with a left headwind ?
Also, the rwy is 7,200 x 150 , so a lot of rwy remaining to adjust and land on.!
The DA was over 6,000 ft and the air pressure was 25.8 , so add at least 2,000 ft to the DA
So a go around at a DA of 8,000 ft and a tailwind….what could go wrong.?
So more high time, ‘stupid pilot tricks’, and a wrecked aircraft.
Seems some procedures and instruction is in spastic mode.
And regardless of the weather station readings, this part of the country often sees dead calm and a gust that’ll knock you over and back to dead calm within a matter of seconds.
Firewalling the mixture at high density altitude is a MAJOR No-Go. Manufacturers need to stop thinking that everything everywhere takes place at full gross and at sea level and start annotating realistic scenarios (charts) in their manuals.
[First off, GAN, it’s a 350P (turbocharged engine) not a 450P (turbine engine)].
Anyway…
Although it‘s always subject to exceptions…and debate…the standard convention is that since turbocharged engines should be able to generate, at least, sea-level manifold pressures/full rated power, at higher altitudes, the mixture should be set at “Full Rich” when operating at full throttle…assuming the turbo(s) are fully spun up.
It’s not detailed anywhere in the PA-46-350P POH; but the Lycoming Engine Operator’s Handbook for the TIO-540-AE2E states specifically:
“All takeoffs are to be made with the mixture controls in the Full Rich position regardless of field elevation. Turbocharging allows the engine to develop rated power regardless of field elevation. However it may be necessary to manually lean the engine for ground operations at idle or off idle engine speeds.”
So unless the pilot panicked and shoved the throttle forward extremely aggressively, I’m betting the engine worked as advertised.
GAN:
Ref my “450P (turbine)”; I was thinking about Piper PA-46-500TP…
Sorry, I lost my mind for a minute.