History of Flight
On April 28, 2009, at 1615 eastern daylight time, a Cirrus SR22, N504MD, was destroyed when it struck trees and terrain near Mayfield Village, Ohio. The airplane was operated under 14 Code of Federal Regulations Part 91 on an instrument flight rules (IFR) flight plan. Instrument meteorological conditions existed at the time of the accident. The pilot, an instrument-rated private pilot, and the sole passenger received fatal injuries.
The flight was a cross-country business trip that departed Cuyahoga County Airport (CGF), Cleveland, Ohio, at 1612, destined for Buffalo Niagara International Airport (BUF), Buffalo, New York. Earlier that day, the pilot and passenger had flown from BUF to CGF, arriving about 1319. After attending a meeting at the airport, they left for approximately one hour before returning for the accident flight. The pilot requested that the airplane be fueled to capacity, and 40 gallons of aviation gasoline were added.
At 1611, the CGF air traffic control tower issued a takeoff clearance from Runway 6, instructing the pilot to fly runway heading and climb to 3,000 feet mean sea level (msl). The controller observed the airplane take off and enter clouds; takeoff and initial climb appeared normal. At 1612, the controller instructed the pilot to contact departure control. The pilot acknowledged but never established communication with departure. At 1614, the pilot transmitted "we're having trouble getting" on the tower frequency, followed at 1615 by "having trouble mike delta." No further transmissions were received. At 1616, departure control broadcast a low-altitude alert in the blind.
Flight track data from the on-board avionics showed the airplane entered a right turn shortly after takeoff, completing nearly 1-1/2 turns (540 degrees of heading change). It then rolled out on a south heading and climbed from 1,200 to 2,700 feet msl over 17 seconds, with airspeed dropping to 50 knots. The heading shifted from south to north-northwest, then the airplane descended to about 1,600 feet before climbing again. Over the next 30 seconds, altitude increased to about 2,900 feet msl, airspeed decreased to about 60 knots, and heading changed from east-northeast to west-northwest. The airplane entered a right turn, reversed course, climbed to a maximum of 3,200 feet msl, then descended again, with airspeed dropping to 50 knots. The final data point at 1615:44 showed the airplane at 2,000 feet msl, about 0.20 miles north of the accident site.
A witness about 1/4 to 1/2 mile away heard the airplane for about one minute, describing it as "sounding like it was circling around and doing tricks." He could not see the airplane. About 20 seconds after the sound faded, he heard a "boom." Another witness about one-tenth mile away saw the airplane fly over his car at about 150 feet agl, bank left, and dive toward the ground. He went to the site, finding the airplane engulfed in flames.
The accident site was about 3 miles east of CGF in a wooded area adjacent to a church.
Personnel Information
The pilot, age 51, held a private pilot certificate with single-engine land, multi-engine land, and instrument airplane ratings. He was issued a third-class medical certificate on June 27, 2007, with a corrective lenses limitation. On that application, he reported 1,350 total flight hours, with 50 hours in the previous six months. His logbook was not available.
He completed Cirrus Aircraft transition training when he took delivery of the accident airplane, including visual flight rules (VFR) transition training from October 6 to 8, 2008. The course comprised 15.0 hours of flight time, 0.8 hours in a flight training device, 3.0 hours of ground instruction, and 5.0 hours of pre- and post-flight instruction, all dual instruction.
Prior to training, the pilot reported to Cirrus that his most recent flight review was on March 23, 2007, and his most recent instrument proficiency check was 10 months earlier. He reported 1,344 total flight hours, 1,280 hours as pilot-in-command, 1,250 hours in high-performance/complex airplanes, and 400 hours instrument time. He had 20 hours in the prior year, with 4 hours instrument, and 5 hours total in the previous 90 days with no instrument time. He had experience in Beech 60 (Duke), Mooney, and Cessna 172 airplanes.
Aircraft Information
The accident airplane was a 2007 Cirrus Design SR22, serial number 2695, a four-place, low-wing, fixed tricycle landing gear aircraft primarily of composite construction. It was powered by a 310-horsepower Teledyne Continental Motors IO-550-N50B engine and equipped with a Hartzell PHC-J3YF-1N/N7605B propeller. A normal category airworthiness certificate was issued on September 12, 2007. The pilot purchased the airplane on October 7, 2008, the same day as the most recent annual inspection. The airplane had 224.1 hours at the last maintenance entry on October 9, 2008. No unresolved maintenance issues were recorded.
The minimum published power-off stall speed with flaps retracted was 67 knots calibrated airspeed at maximum gross weight and aft center of gravity with wings level.
Meteorological Information
At 1545, weather at CGF was: wind 360 degrees at 8 knots; visibility 4 miles in light rain and mist; overcast clouds at 300 feet agl; temperature 7°C; dew point 6°C; altimeter 30.38 inches Hg. At 1616, wind 010 degrees at 8 knots; visibility 4 miles in light rain and mist; overcast at 200 feet agl; temperature 7°C; dew point 6°C; altimeter 30.38 inches Hg. At 1645, wind 010 degrees at 7 knots; visibility 4 miles in light rain and mist; overcast at 300 feet agl; temperature 7°C; dew point 6°C; altimeter 30.40 inches Hg.
Airport Information
CGF had a single runway 6-24, 5,102 feet long by 100 feet wide. Runway 6 had non-precision markings, REILs, and a PAPI set to 3 degrees. Runway 24 had precision markings, MALSR, and PAPI. Elevation was 879 feet. Instrument approaches included ILS Runway 24 (DA 1,079 feet msl / 200 feet agl), LOC BC Runway 6 (MDA 1,380 feet msl / 507 feet agl), and GPS Runway 6 (MDA 1,360 feet msl / 481 feet agl). The localizer for Runway 24 was unusable below 3,000 feet msl beyond 10 nm.
Wreckage and Impact Information
The wreckage site was about 3 miles east of CGF in a wooded area adjacent to a church. The debris field oriented on approximately 300 degrees magnetic, extending about 60 feet. The initial ground impact scar measured about 15 feet long, 6 feet wide, and up to 3 feet deep. Fresh tree breaks were found about 40 feet southeast, with initial breaks at about 65 feet.
The main wreckage (fuselage and wings) was about 45 feet from the initial impact. The fuselage was destroyed by impact and post-impact fire. The engine separated and came to rest about 5 feet from the fuselage. The propeller hub remained attached to the engine, but all three blades separated near the root; two blades were in the initial ground scar, the third near the engine.
The wings were consumed by fire; the wing spar remained in position. Ailerons and flaps separated and were in the debris field. Aileron control continuity was confirmed except for the left aileron cable, which separated at an overload failure. The aileron trim motor was near neutral. The flap actuator shaft extended about 4 inches, consistent with full up (0 degrees). Main landing gear assemblies separated; nose gear was at the initial scar, left and right main gear in the debris field.
The horizontal stabilizer separated and was near the impact scar, deformed and discolored by fire. The right elevator and inboard left elevator remained attached; outboard left elevator was in the debris field. Elevator control continuity was confirmed from the torque tube to the bellcrank and forward pulley gang. The elevator trim motor was near neutral.
The vertical stabilizer had thermal and impact damage; the upper section separated. The rudder remained attached at the lower hinge, with thermal and impact damage. Rudder control continuity was confirmed.
The engine crankcase was fractured. The crankshaft had a spiral fracture aft of the propeller flange. Cylinders and pistons appeared normal; spark plugs showed normal operation. Magnetos produced spark; fuel pump operated through its range. The oil filter was free of debris.
The Cirrus Airframe Parachute System (CAPS) components were found with the fuselage; the parachute remained packed, and the activation handle was stowed. The ground safety pin was not installed (pre-flight procedures require removal before flight).
No pre-impact failures or malfunctions were observed in the airframe or engine.
Medical and Pathological Information
An autopsy on April 29, 2009, attributed the pilot's cause of death to blunt impact sustained in the accident. The FAA toxicology report was negative for all substances tested.
Tests and Research
The autopilot and primary flight display (PFD) were integrated. The autopilot could maintain heading, track navigation signals, hold altitude, and maintain climb/descent rates. The pilot selected modes on the autopilot unit and set heading, altitude, and vertical speed via the PFD ("bug" settings).
Flight and engine data were recovered from the PFD non-volatile memory, including autopilot mode information.
The takeoff roll began at 1611:34; liftoff at 1611:55. At 1612:00.52, the autopilot heading mode came on at 940 feet msl (61 feet agl). About one second later, vertical speed mode came on (bugs set to 3,000 feet and +850 fpm). Within 0.5 seconds, the mode changed to altitude hold, capturing 940 feet; vertical speed bug reset to zero.
At 1612:13, the vertical speed bug changed to 700 fpm (altitude bug still 940 feet); modes were heading and altitude hold. At 1612:18, vertical speed mode annunciated, bug reset to -400 fpm, altitude bug remained at 940 feet, airplane at about 1,100 feet msl, heading 064 degrees.
At 1612:28, the airplane entered a right turn from about 060 degrees at 1,275 feet msl, lasting about 1 minute 20 seconds, rolling out at about 210 degrees at 1,300 feet msl. Altitude varied between 1,275 and 1,820 feet msl. In the final 11 seconds of the turn, roll attitude reached 70 degrees right wing down, airspeed increased to 172 knots.
At 1612:39, bug values: heading 058, altitude 940 feet, vertical speed -50 fpm. At 1612:52, vertical speed bug -550 fpm; two seconds later, reset to zero. At 1612:57, vertical speed mode off. At 1613:04, heading, vertical speed, and altitude hold modes on; vertical speed bug -250 fpm, altitude bug 1,450 feet, airplane at 1,520 feet msl, heading 207 degrees.
At about 1613:50, the airplane rolled wings level at about 1,200 feet msl. Pitch increased from 9 degrees nose down to 54 degrees nose up; roll attitude 29 degrees left wing down, airspeed 65 knots decreasing. At 1614:09, airspeed reached about 50 knots, then increased; altitude about 2,700 feet msl; pitch from 50 degrees nose up to 60 degrees nose down; heading from about 200 to 045 degrees. At that time, autopilot modes (heading, altitude hold, vertical speed) turned off, and the autopilot and flight director turned off.
At 1614:17, descent stopped at about 2,000 feet msl, then climb resumed; airspeed about 150 knots decreasing. Between 1614:34 and 1614:40, pitch from 19 degrees nose up to 44 degrees nose down; left bank up to 76 degrees left wing down; airspeed about 60 knots; heading from about 070 to 300 degrees.
At 1614:24, autopilot heading mode came on but returned off 10 seconds later. Last bug settings at 1614:36 were altitude 12,000 feet, heading 058 degrees, vertical speed +700 fpm.
At 1614:55, the airplane entered a right turn at about 2,500 feet msl, airspeed 115 knots, pitch 12 degrees nose up, roll 75 degrees right wing down. The turn lasted about 25 seconds until course reversed to a south heading; autopilot heading mode came on.
At 1615:20, altitude about 2,950 feet msl, airspeed 75 knots, heading 180 degrees, pitch about 50 degrees nose up, rolling through wings level. Over the next 10 seconds, airspeed decreased to 50 knots then increased; altitude peaked at 3,200 feet msl then decreased; pitch decreased to 55 degrees nose down, roll to 75 degrees left wing down.
At 1615:22, autopilot heading mode turned off; autopilot ready indicator cycled for about 5 seconds, consistent with autopilot not engaged.
The final data point at 1615:44: position 0.20 miles north of the accident site, altitude 2,000 feet msl, pitch 30 degrees nose down, roll 120 degrees right wing down.
No flight display or autopilot system faults were recorded during the accident flight.
The Pilot's Operating Handbook stated that the airplane's conventional flight controls could easily override full trim or autopilot inputs.
Additional Information
The earlier inbound flight from BUF to CGF about 3 hours prior was also IFR, assigned the ILS Runway 24 approach. Weather then was 200-300 feet agl overcast, 3-3.5 miles visibility in light rain showers and mist. Data from the PFD showed the pilot executed three missed approaches before successfully landing on the fourth. On each, the autopilot captured the localizer. On the first, glideslope was not captured; the airplane maintained 3,000 feet msl. On the second, it drifted right of course and high on glideslope within 1 mile of the runway.