ERA24LA140

Factual narrative

On March 15, 2024, about 1627 eastern daylight time, a Cirrus Design Corporation SR20, N312DD, was substantially damaged when it was involved in an accident near Logan, West Virginia. The pilot received minor injuries and the three passengers were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The flight had departed Greenville Downtown Airport (GMU), Greenville, South Carolina about 1456, destined for Logan County Airport (6L4), Logan, West Virginia. According to the pilot, while landing at 6L4, he attempted to stop the airplane with normal braking. In his judgment, he believed the airplane was not slowing enough, so he applied significantly more braking. The airplane then began to yaw left and was still not slowing. He believed that they were going to go off the departure end of the runway, so he decided to abort the landing. He released the brakes, aligned the airplane with the runway, and applied full power. He estimated that he was near the runway numbers at the departure end when he applied power. As best as he could tell, the airplane never got above the runway elevation as it went off the runway into a ravine. The stall warning sounded, so he lowered the nose to prevent a stall/spin. The left wing then caught something which threw them sideways, then they impacted another solid object spinning them backward. The airplane came to rest facing in the opposite direction of travel. The engine came to rest about 50 feet away, further down the ravine. After ensuring everyone was in good condition, they called 911 and exited the aircraft. 6L4 was located at an elevation of 1,664 feet. Review of information provided by a Federal Aviation Administration (FAA) inspector revealed that the airplane after touching down left the paved surface of the runway, traveled along the ground approximately 321 feet on its landing gear and then dropped off the airport surface which was about 36 feet above the surrounding terrain. It then traveled another 244 feet before clearing the airport perimeter fence, and shortly after struck trees. Review of preliminary air traffic control (ATC) data provided by the FAA indicated that prior to the airplane landing at 6L4, the pilot had requested an area navigation (RNAV) approach for runway 24. The pilot then advised that he had received the local weather information. He then requested the RNAV approach for runway 6. The air traffic controller then pointed out areas of precipitation in the area, which the pilot acknowledged. He was later cleared for the approach. 6L4 was equipped with an automated weather observing system (AWOS) which reported the following conditions during the period surrounding the accident: At 1615, the 6L4 AWOS reported a wind from 270° at 4 knots, visibility of 8 statute miles, scattered clouds at 900 feet agl, ceiling broken at 1,500 feet agl, overcast clouds at 2,300 feet agl, temperature of 15°C, dew point temperature of 14°C, and an altimeter setting of 29.89 in Hg. At 1635, the 6L4 AWOS reported a wind from 290° at 8 knots with gusts to 14 knots, variable wind direction between 220° and 320°, visibility of 1 and 3/4 statute miles, moderate rain, few clouds at 300 feet agl, ceiling broken at 800 feet agl, overcast clouds at 1,400 feet agl, temperature of 14°C, dew point temperature of 14°C, altimeter setting of 29.89 in Hg. Review of preliminary meteorological radar data also indicated that about the time of the accident, 6L4, was under light to heavy precipitation. The radar data indicated that the area of precipitation had been approaching from the west-northwest. The wreckage was retained for further examination. Source: NTSB Aviation Accident Database Retrieved: 2026-02-12

NTSB Findings

FAA avdata. C = Cause, F = Factor.

• — Personnel issues-Action/decision-Action-Delayed action-Pilot
• — Aircraft-Aircraft oper/perf/capability-Performance/control parameters-Descent/approach/glide path-Not attained/maintained