The following case study is based on true events.

1. Situation

The pilot of a Cirrus SR22 was conducting a private flight under instrument flight rules (IFR).

During landing, the aircraft sank onto the runway and bounced for about 5 seconds before entering a steep climbing turn to the left.

Reaching a height of approximately 40 feet, the bank angle exceeded 90°, causing the aircraft to drop onto its left wing and nose.

Emergency services found the aircraft upside down on the grass between runways, with the left wing detached and fuel leaking from the right side.

Rescue teams cut the left side of the inverted fuselage to extricate the pilot.

The pilot was transported to the hospital in critical condition and later succumbed to injuries from the accident.

2. Task

A go-around is "when an aircrew makes the decision not to continue an approach, or not to continue a landing, and follows procedures to conduct another approach or to divert to another airport" (Skybrary).

In the early stages of a go-around following an unstable landing, the pilot could not counteract the significant torque effect caused by high engine power, low airspeed, and a high pitch angle.

This resulted in a loss of control and subsequent collision with the terrain.

3. Action

Recovering from an unstable landing through a go-around is more dynamic and challenging than during an approach.

Although general go-around procedures apply to both scenarios, they must be carefully executed during landing.

Pilots of single-engine aircraft with high-power engines, like the Cirrus SR22, should be aware of the potential for substantial torque effects and loss of control under high engine power, low airspeed, and high pitch attitude conditions.

The Cirrus Airframe Parachute System (CAPS), while credited with saving lives, poses a significant post-accident hazard if not deployed and the aircraft is damaged.

Accidental activation of the rocket could seriously or fatally injure anyone in its path.

Cirrus Aircraft advises first responders to identify and disable the airframe parachute system as early as possible for safety.

4. Result

Cirrus Aircraft has enhanced the external CAPS placarding on two new models (the SF50 and another in development) to comply with current American Society for Testing and Materials (ASTM) standards.

The SR2X series (including the SR20, SR22, and SR22T) were certified before ASTM standards were implemented.

Cirrus is reviewing the possibility of enhancing the SR2X series' placard.

We can only hope that Cirrus focusses on enhancing the safety benefits of their go-around training and educational materials, particularly for SR22 models with high-power engines.

Warning signs to notice earlier

• A bounced or unstable landing is followed by rapid power application at low speed and high workload.
• Pitch increases before directional control and a safe flying speed are secured.
• The manoeuvre becomes a steep turn close to the ground instead of a controlled go-around path.

Decision analysis

A go-around after runway contact can be more demanding than one initiated on approach. The aircraft may be out of trim, bouncing, slow and changing configuration. High power in a single-engine aeroplane can produce strong yawing and rolling tendencies. The pilot must use the approved sequence and coordinate power, pitch and direction rather than treating power as the entire manoeuvre.

The outcome should be discussed respectfully and without claiming that one generic technique would have prevented it. The full investigation and approved aircraft guidance provide the evidence for type-specific training.

Safer alternatives to discuss

Training can include an early go-around from an unstable approach, recovery from a bounced landing when appropriate, and the decision to make a full-stop rather than a touch-and-go. Each exercise requires instructor supervision, safe height and compliance with the AFM.

Instructor or group debrief

1. Which control demand changes as power is applied?
2. How can an earlier go-around reduce the combined workload?
3. When is a full-stop the better training plan?
4. What evidence should come from the occurrence report rather than assumption?

Do not copy actions from this learning scenario into an aircraft checklist. Transfer the decision-making lesson, then use current official information, approved aircraft procedures and qualified instruction for the operation itself.