History of Flight
On June 16, 2009, at 2202 central daylight time, a Cirrus SR22, registration N214BN, collided with terrain after losing control while landing on runway 14L at Crystal Airport (MIC) in Crystal, Minnesota. The runway, 3,263 feet by 75 feet, had wet asphalt. The instrument-rated private pilot was fatally injured. The airplane was consumed by a post-impact fire. The flight was operated under Title 14 Code of Federal Regulations Part 91 as a personal/business flight with an instrument flight plan filed. Visual meteorological conditions prevailed at the time. The final leg of the cross-country flight originated from Downtown-Wheeler Airport (MKC) in Kansas City, Missouri, at approximately 1918.
Earlier that day, the airplane departed Gwinnett County Airport (LZU) in Lawrenceville, Georgia, at 1235 eastern daylight time, arrived at Memphis International Airport (MEM) at 1339, departed MEM at 1558, and arrived at MKC at 1827. Records show the airplane was fueled with 37 gallons of 100LL aviation fuel at MKC before departing for MIC.
At 2153, the pilot contacted MIC tower, stating he was outside OYNOP, the initial approach fix for the GPS runway 14L approach. The local controller asked if the pilot intended to perform a missed approach or a full stop; the pilot replied, “stop.” The controller instructed the pilot to report the airport in sight. At 2158, the controller cleared N214BN to land and asked about runway light brightness. The pilot requested them brighter, noting difficulty seeing the field. The pilot reported being at ZUNBE, the final approach fix, and starting descent. The controller confirmed lights were at maximum. At 2159, the ground controller announced the tower closing (scheduled for 2200). The pilot then radioed that the runway was in sight, and the controller acknowledged. No further transmissions were received.
The local controller reported the airplane appeared to land on runway 14L; he and two other controllers departed the tower and first learned of the accident when they saw the airplane engulfed in flames from the parking lot.
A witness, a lieutenant colonel with the Civil Air Patrol, was exiting a building on the south side of the airport. He heard a loud engine, then an increase in power as if the pilot was performing a go-around. He heard the impact and saw the airplane engulfed in flames. He reported “moderate to heavy” rain at the time. Another witness on the southeast airport perimeter saw the airplane approaching from the north, turned over on its right side, appeared to stall, and impacted the ground.
Aircraft and Pilot Information
The airplane was a 2004-model Cirrus SR22, serial number 1137, a four-place, single-engine, low-wing composite aircraft. It was factory-equipped with an Avidyne FlightMax multi-function display, an Avidyne FlightMax primary flight display, and an S-Tec System 55X autopilot, as well as a Cirrus Airframe Parachute System (CAPS). The engine was a fuel-injected Teledyne Continental IO-550-N(27) producing 310 horsepower, with a three-bladed Hartzell constant-speed propeller. The aircraft owner stated the logbooks were in the airplane and not recovered; small burnt pieces of apparent logbooks were found. The last annual inspection was completed on October 29, 2008; aircraft and engine total time at that inspection was 689.4 hours.
The pilot, age 60, held a private pilot certificate with airplane single-engine land and instrument ratings. His last FAA third-class medical was issued September 3, 2008, with the limitation “Holder shall wear corrective lenses.” The pilot’s logbooks were presumed destroyed. According to his instrument rating application dated February 20, 2009, he had 505 total flight hours, including 388 hours in Cirrus SR22 aircraft and 38 hours of night flight time. The airplane owner stated the pilot flew the SR22 most frequently.
Meteorological Conditions
At 2153, MIC reported wind from 080 degrees at 3 knots, visibility 3 statute miles, light rain and mist, overcast ceiling at 4,200 feet, temperature 17°C, dew point 17°C, altimeter 29.90 inches of mercury. At 2209, wind from 100 degrees at 4 knots, visibility 4 statute miles, rain and mist, overcast at 4,400 feet, temperature 17°C, dew point 17°C, same altimeter.
Wreckage and Impact
The airplane came to rest inverted on a grass area about 266 feet south of taxiway Alpha and 138 feet east of runway 14L. No debris or marks were found on the runway. Four terrain impact marks, along a magnetic heading of 74 degrees and covering about 30 feet, led to the main wreckage. The first mark was approximately 100 feet east of the runway, a 27-inch slash. The second was 12 inches long with red glass. The third was 45 inches long and 6 inches deep, containing red glass and left wing navigation light hardware. The fourth was 10 feet 7 inches long. The main wreckage rested on a magnetic heading of 134 degrees. The fuselage was destroyed by fire; the empennage separated but stabilizers and flight controls remained attached. Control cable continuity was confirmed in several areas. The right wing remained partially attached with impact and fire damage; the left wing was folded over the fuselage and nearly destroyed. The roll trim motor was separated with its actuator arm in an almost full right trim position. The CAPS rocket motor was found near the horizontal stabilizer; the parachute remained folded and undeployed. Propeller blade damage included gouges, scratches, and bending consistent with rotation at impact. The engine sustained impact and heat damage; magnetos and fuel pump were heat-damaged and inoperative. The mixture lever was bound near full rich. The fuel manifold contained fuel and slight debris. The spark plugs showed normal wear. Crankshaft continuity was established. The MFD flash memory module and PFD memory card were too badly burned to retrieve data.
Medical Information
An autopsy performed on June 17, 2009, by the Hennepin County Medical Examiner’s Office listed the cause of death as “Multiple Blunt Force Injuries Due to Airplane Crash.” Forensic toxicology by the FAA Civil Aeromedical Institute tested negative for all substances except oxazepam, detected in urine at 0.012 ug/ml; oxazepam was not detected in blood.
Radar Track Data
Radar data reconstructed the flight path. Around 2155, at an altitude of 3,000 feet mean sea level (msl), the airplane turned southeast toward MIC with a ground speed of about 100 knots. It began descending; altitude and ground speed decreased until 2158, when ground speed increased to a maximum of 121 knots at 2200 before decreasing again. The last radar contact occurred at 2201:15 at an altitude of 1,100 feet msl (approximately 230 feet above ground level) and a ground speed of 81 knots.