Incident Summary
A pilot flying a Cirrus aircraft encountered instrument problems shortly after takeoff in instrument meteorological conditions. He reported no discrepancies during preflight inspection or engine run-up. After obtaining an IFR clearance, the flight entered IMC at 400 feet MSL. During the climb, the vertical speed indicator suddenly dropped to zero, then increased to 2,000 feet per minute, and returned to zero. Moments later, the altimeter began fluctuating with large deflections, and the attitude indicator disagreed with the turn coordinator. The pilot did not activate the alternate static source as per the pilot's operating handbook. He informed the controller that he was "losing gauges" and would be unable to execute an instrument landing system approach to the departure airport. He activated the Cirrus Airframe Parachute System (CAPS), and the airplane descended into trees.
Pilot Information
The pilot reported having 105 hours of actual instrument flight time. No pilot reports (PIREPs) indicated significant turbulence over Florida at the time of the accident.
Post-Accident Investigation
Following recovery, the pilot's attitude indicator and turn coordinator powered up normally when battery No. 2 was switched on. Approximately 1 teaspoon of water was found between the static port openings and the alternate static air valve in the static lines. Testing of the water sample revealed it contained 3.2 mg/L of fluoride, consistent with tap water. The airplane's static system was tested to 1,000 feet, and the flight instruments operated erratically: the vertical speed indicator fluctuated between 500 and 2,000 feet per minute, the altimeter indicated 200 feet, the airspeed indicated 60 knots, and the instruments did not return to zero when pressure was returned to sea level. When pressurizing the pitot line to 100 knots, the airspeed was found to be "sticky" and was leaking approximately 5 knots per minute. Testing of the pitot-static system from the alternate air source revealed no discrepancies. Bench testing of the attitude indicator and turn coordinator revealed no discrepancies. Damage to the master control unit occurred while trying to jump start the engine post-accident. The engine was run on the airplane for approximately 10 to 15 minutes with no discrepancies noticed.