N123RECirrus Design SR22 · 2004

On July 1, 2021, about 0755 central daylight time, a Cirrus SR22 airplane, N123RE, was destroyed when it was involved in an accident at Lamoni Municipal Airport (LWD), Lamoni, Iowa. The private pilot and passenger sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to automatic dependent surveillance-broadcast (ADS-B) information, the airplane departed Creston Municipal Airport (CSQ), Creston, Iowa, at 0736, and flew to LWD. The pilot received flight-following from air traffic control (ATC) until about 14 miles northwest of LWD, an uncontrolled airport. The pilot did not communicate any concerns to ATC prior to leaving the frequency. The last ADS-B information showed the airplane on short final to runway 36 at LWD with a groundspeed of 74 knots.

Several witnesses saw the airplane bounce during the landing on runway 36, followed by increase in engine noise “as if just making a touch and go.” Witnesses then observed the airplane bank left, with the left wing tip striking the ground. The airplane then “cartwheeled” and impacted the ground to the left of the runway. A postimpact fire ensued during which the pilot and passenger were not able to egress the airplane.

The pilot began flying in 2019. On November 4, 2020, the pilot failed a practical examination for a private pilot certificate that required reexamination for the areas of takeoff, landing, go-around, and navigation. On December 28, 2020, the pilot earned a private pilot certificate flying a Cessna 172. On March 28, 2021, the pilot completed transition training for the SR22 that included about 23 hours of flight instruction.

The airplane was equipped with an emergency egress hammer located in the center armrest that could be used to break through the windows. The use of the hammer to egress was described in the emergency procedures section of the pilot operating handbook.

The airplane was equipped with an emergency egress hammer located in the center armrest that could be used to break through the windows. The use of the hammer to egress was described in the emergency procedures section of the pilot operating handbook.

The airplane initially contacted the ground about 75 ft left of the runway edge and about 1,050 ft beyond the runway 36 threshold. Left wingtip debris was located about 60 ft beyond the initial ground scar and the debris path was on a heading of about 300°.

Ground scars, consistent with propeller blade strikes, were located about 15 ft beyond the left wingtip debris, and the distance between five ground scars was about 3 ft. The airplane came to rest in a soybean field (see figure) about 60 ft beyond the propeller strike ground scars.

Figure – Airplane at Accident Site

The airplane sustained significant fire damage. Flight control continuity was confirmed, and the wing flaps were in the retracted position. The engine separated from the airframe during impact sequence. Engine continuity was established throughout the rotating group, valve train, and accessory section during hand rotation of the crankshaft.

No evidence of preimpact mechanical malfunctions were observed during the postaccident examinations of the engine and airframe.

According to the FAA Pilot’s Handbook of Aeronautical Knowledge, Aerodynamics of Flight (Chapter 5):

To the pilot, “torque” (the left turning tendency of the airplane) is made up of four elements that cause or produce a twisting or rotating motion around at least one of the airplane’s three axes.

These four elements are:

Torque reaction from engine and propeller

Corkscrewing effect of the slipstream

Gyroscopic action of the propeller

Asymmetric loading of the propeller (P-factor)

The effects of each of these four elements of torque vary in value with changes in flight situations…to maintain positive control of the aircraft in all flight conditions, the pilot must apply the flight controls as necessary to compensate for these varying values.

An autopsy of the pilot was performed by the Iowa Office of the State Medical Examiner, Ankeny, Iowa. The cause of death was thermal injuries and smoke inhalation. Toxicology testing identified a carboxyhemoglobin saturation of 23% in the pilot’s blood, which was a level consistent with smoke inhalation.