History of Flight
On May 10, 2010, at 1930 central daylight time, a Cirrus SR22, registration N424LF, operated by Dagmar Transport LLC, collided with the ground during maneuvering on final approach to runway 22 at Tuscaloosa Regional Airport (TCL), Tuscaloosa, Alabama. The flight was conducted under 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The pilot was receiving flight following services from air traffic control. The private pilot and one passenger were killed. The flight originated from Kendall-Tamiami Executive Airport (TMB), Miami, Florida, at 1704 eastern daylight time.
Communication transcripts revealed that the pilot contacted Birmingham Approach Control at 1914 CDT, reporting at 4,500 feet and intending a full-stop landing at Tuscaloosa. Radar services were terminated at 1924, and the pilot was instructed to contact Tuscaloosa tower. At 1925, the pilot contacted Tuscaloosa tower, reporting 12 miles out for a full-stop landing. The controller instructed the pilot to report base leg for runway 22, but the pilot requested a straight-in approach. The controller approved a 3-mile straight-in final. At 1927, the pilot reported visual with the airport but stated he was too close and needed a 360-degree turn to lose altitude. The controller approved the turn. At 1929, the pilot reported completing the turn and being on a 3-mile final. The controller cleared the aircraft to land, and the pilot acknowledged. No further communication occurred.
According to the controller's statement, after the clearance, he observed the airplane well left of course on short final, then turning right of course. About 50 feet from the runway end, the left wing dipped, and the airplane appeared to flip over and collide with the ground. A witness at the airport heard the pilot announce the 360-degree turn. It appeared the pilot was trying to land on runway 29. The witness heard the engine rev up and saw the airplane enter a nose-dive.
Personnel Information
The private pilot, age 40, held a private pilot certificate issued July 17, 2003, with a single-engine land rating. His last flight review was on May 12, 2009. He held a third-class medical certificate dated May 15, 2009, with a limitation for corrective lenses. The pilot's logbook indicated 814.7 total hours, with 542 hours in Cirrus aircraft (338.5 in SR20, 203.5 in SR22). He had 397.5 hours as pilot-in-command. In the past 90 days, he flew 53.2 hours; in the past 30 days, 41.4 hours. The accident flight was his first landing at Tuscaloosa.
Aircraft Information
The accident airplane was a Cirrus SR22, serial number 1583, manufactured in 2005. It was powered by a Continental IO-550N, 300-horsepower engine. The last annual inspection was on December 12, 2009, at a HOBBS time of 300 hours. The HOBBS meter at the accident site indicated 358.8 hours. The airplane was topped off with 61.2 gallons of 100 low-lead avgas on the day of the accident before departure.
Meteorological Information
The 1953 TCL surface weather observation reported wind from 060 degrees at 3 knots, visibility 10 miles, clear sky, temperature 15°C, dew point 11°C, and altimeter 30.12 inches of mercury.
Airport Information
Tuscaloosa Regional Airport has runway 22. The accident occurred near runway 22 and taxiway A.
Wreckage and Impact Information
The wreckage was located in the grass, 21 feet 8 inches northeast of taxiway A and 29 feet 5 inches northeast of runway 22. The airplane collided with the ground nose down, left wing low, and came to rest on a heading of 072 degrees magnetic. No debris line was observed.
The propeller assembly was buried forward of the wreckage. The propeller separated aft of the crankshaft flange; spiral cracking was present on the crankshaft. The spinner showed rotation evidence. All three blades remained attached; two blades had aft bending, chordwise scarring, torsional twisting toward low pitch, and leading-edge nicks. One blade had tip curling.
The forward cabin and roof were fragmented and compressed rearward. The instrument panel was fragmented. Aileron, elevator, and rudder cable continuity was confirmed. The windshield was broken. Both cabin doors separated and were locked; windows were broken.
The right wing leading edge showed crushing; the wing tip remained attached. The right fuel tank was ruptured; the fuel cap had a tight seal. The right aileron was damaged and remained attached at the inboard point. The right flap was extended 100 percent. The right main landing gear remained attached.
The Cirrus Airframe Parachute System (CAPS) safety pin was not installed; the handle was seated. The CAPS had activated. The rocket propellant was expended; the parachute remained packed. The activation cable sheath was separated from the handle holder.
The aft fuselage and empennage fractured from the aft shear web attachments. The baggage door separated. The vertical stabilizer and rudder remained intact; the rudder balance weight was intact. The horizontal stabilizer remained attached; left and right elevators attached.
The left wing remained attached; the wing tip separated. Leading edge crushing was present; the outboard 5 feet was pushed aft and upward. The left fuel tank was ruptured; the fuel cap had a tight seal. The left aileron separated and was damaged. The left flap was extended 100 percent. The left main landing gear remained attached. Browning of vegetation was present forward of the wing.
Engine examination revealed all accessories attached. Both magnetos produced spark. Fuel nozzles were unobstructed, though Nos. 1 and 3 were broken. The engine-driven fuel pump was damaged but functioned when rotated; fuel was present. The inlet fuel hose was attached; the outlet hose fractured. Fuel was present between the pump and throttle body. The fuel manifold valve diaphragm was intact; fuel was present; the fuel screen was clear. The oil filter was free of contaminants. The engine rotated by hand; compression and suction were obtained on all cylinders; rocker arms and valves moved; continuity was confirmed. No cylinder anomalies were noted.
Flight Recorders
The Primary Flight Display (PFD) and Multifunction Display (MFD) were examined. No anomalies were recorded in the MFD except a noisy No. 6 cylinder head temperature, possibly due to loose grounding. Manifold pressure and fuel flow indicated no abnormal engine function. PFD data showed the flight departed Miami at 1704 EDT, reached 10,000 feet, descended to 6,500 feet at 1805 EDT, then to 4,000 feet at 1831 EDT. Autopilot was used in NAV mode with GPS and altitude hold. Approximately 5.3 nautical miles from the airport, the airplane entered a 360-degree left turn, descending from 3,800 to 2,200 feet. During the turn, the horizontal deviation indicator exceeded 50 percent, and the AP NAV indication flashed. The autopilot disconnected at 1927:40 CDT. After the turn, the aircraft was on a heading of about 300 degrees. At 1930:53, the airplane entered a sharp left bank from 14.4 degrees right wing down to 47.8 degrees left wing down, with pitch decreasing from 10.2 degrees nose up to 1.2 degrees nose up. The last recorded bank angle was 47.8 degrees left wing down at 1930:57, and airspeed was 62.7 knots indicated at 1930:56.
Medical and Pathological Information
The Alabama Department of Forensic Science performed external examinations on the pilot and passenger on May 11, 2010. The cause of death for both was blunt force trauma. The FAA Forensic Toxicology Research Section performed postmortem toxicology on specimens from both individuals; results were negative for carbon monoxide, cyanide, ethanol, basic, acidic, and neutral drugs.