Narrative:

On the morning of sep/mon/04, I was taking my SR20 to the griffin spaulding county airport for some warranty paint work. It was a beautiful clear day, but since this was my first time to the airport, I filed an IFR flight plan. The destination AWOS reported the winds to be 080 degrees at 8 KTS with gusts to 20 KTS, so I requested a GPS approach to runway 14. The ATC controller was pretty busy so, when I had the runway in sight, I closed my IFR flight plan and switched to CTAF. The ride below 3000 ft was very rough, so I flew the initial approach with an extra 15 KTS of airspeed to assess conditions at the airport. I continued to a missed approach and turned downwind to land. There was a stand of trees on the north side of the approach end of runway 14 that did a good job of blocking the gusty winds in the touchdown zone. The landing touchdown was smooth, however, approximately 100-200 ft into the landing roll, a strong gust lifted the aircraft into the air in a left wing and nose high position. I immediately initiated a go around, but when the wind gust suddenly stopped, the aircraft touched down nose first and the propeller struck the runway. The SR20 has only 7 inches of propeller clearance. I continued the missed approach, and on the next landing, I slowed the aircraft down rapidly before rolling out from the protection of the trees. I suspect that the winds were gusting in excess of what was being reported by AWOS. What would I do differently? I would slow the aircraft down rapidly as I did on the second landing or return to my home base instead of landing under these conditions. I considered landing at another airport in the atlanta area, but ruled that option out since they all had the same conditions. While I had enough fuel to return to my home base, I would have arrived there (50-55 min flight) with only 4 gallons in each tank and it was likely that the same conditions would exist there by the time I arrived.

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Original NASA ASRS Text

Title: A CIRRUS SR20 ATP PLT SUFFERS A PROP STRIKE ON AN ABORTED LNDG AND GAR WITH GUSTY WINDS AT 6A2.

Narrative: ON THE MORNING OF SEP/MON/04, I WAS TAKING MY SR20 TO THE GRIFFIN SPAULDING COUNTY ARPT FOR SOME WARRANTY PAINT WORK. IT WAS A BEAUTIFUL CLR DAY, BUT SINCE THIS WAS MY FIRST TIME TO THE ARPT, I FILED AN IFR FLT PLAN. THE DEST AWOS RPTED THE WINDS TO BE 080 DEGS AT 8 KTS WITH GUSTS TO 20 KTS, SO I REQUESTED A GPS APCH TO RWY 14. THE ATC CTLR WAS PRETTY BUSY SO, WHEN I HAD THE RWY IN SIGHT, I CLOSED MY IFR FLT PLAN AND SWITCHED TO CTAF. THE RIDE BELOW 3000 FT WAS VERY ROUGH, SO I FLEW THE INITIAL APCH WITH AN EXTRA 15 KTS OF AIRSPD TO ASSESS CONDITIONS AT THE ARPT. I CONTINUED TO A MISSED APCH AND TURNED DOWNWIND TO LAND. THERE WAS A STAND OF TREES ON THE N SIDE OF THE APCH END OF RWY 14 THAT DID A GOOD JOB OF BLOCKING THE GUSTY WINDS IN THE TOUCHDOWN ZONE. THE LNDG TOUCHDOWN WAS SMOOTH, HOWEVER, APPROX 100-200 FT INTO THE LNDG ROLL, A STRONG GUST LIFTED THE ACFT INTO THE AIR IN A L WING AND NOSE HIGH POS. I IMMEDIATELY INITIATED A GAR, BUT WHEN THE WIND GUST SUDDENLY STOPPED, THE ACFT TOUCHED DOWN NOSE FIRST AND THE PROP STRUCK THE RWY. THE SR20 HAS ONLY 7 INCHES OF PROP CLRNC. I CONTINUED THE MISSED APCH, AND ON THE NEXT LNDG, I SLOWED THE ACFT DOWN RAPIDLY BEFORE ROLLING OUT FROM THE PROTECTION OF THE TREES. I SUSPECT THAT THE WINDS WERE GUSTING IN EXCESS OF WHAT WAS BEING RPTED BY AWOS. WHAT WOULD I DO DIFFERENTLY? I WOULD SLOW THE ACFT DOWN RAPIDLY AS I DID ON THE SECOND LNDG OR RETURN TO MY HOME BASE INSTEAD OF LNDG UNDER THESE CONDITIONS. I CONSIDERED LNDG AT ANOTHER ARPT IN THE ATLANTA AREA, BUT RULED THAT OPTION OUT SINCE THEY ALL HAD THE SAME CONDITIONS. WHILE I HAD ENOUGH FUEL TO RETURN TO MY HOME BASE, I WOULD HAVE ARRIVED THERE (50-55 MIN FLT) WITH ONLY 4 GALLONS IN EACH TANK AND IT WAS LIKELY THAT THE SAME CONDITIONS WOULD EXIST THERE BY THE TIME I ARRIVED.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.