History of Flight
On August 4, 2010, about 0604 mountain standard time, a Cirrus SR-22, registration N146CK, was substantially damaged when it impacted terrain adjacent to a building while on final approach to Phoenix Deer Valley Airport (DVT), Phoenix, Arizona. The airplane was operated by the pilot under Part 91. The commercial pilot, the sole occupant, was fatally injured. Visual meteorological conditions prevailed and no flight plan was filed. The cross-country flight originated about 3 minutes prior with an intended destination of Tennessee.
Multiple witnesses observed the airplane bank left and descend in a nose-low attitude. A pilot-rated witness, located south of DVT, reported that after departure, the airplane turned left to a left downwind leg, climbed to about 500 feet above ground level (agl), then on base leg appeared slow and began a left turn to final. The witness stated the airplane appeared "cranked to the left" and the "left wing stalled" as it entered a "left spin," performing about a quarter turn before disappearing below buildings. Shortly after, smoke and fire were observed.
Review of air traffic control radio communications revealed that the pilot was cleared to take off on runway 07L. About 34 seconds later, the pilot transmitted, "I need to return to close the door." The controller cleared the pilot to land and asked if assistance was needed; the pilot declined. No further transmissions were received.
Radar data showed the airplane departed runway 07L, entered a left traffic pattern, climbed to about 500 feet agl, then descended during base and final turns to about 100 feet agl. The last radar target was about 460 feet northwest of the accident site and about 2,970 feet west-northwest of the approach end of runway 07L.
Security camera video showed the airplane in a left wing low, nose down attitude before impact, with the left cabin door open.
Personnel Information
The pilot, age 67, held a commercial pilot certificate with single-engine land, multiengine land, instrument airplane, and glider ratings. He held a third-class medical certificate issued November 4, 2008, with the limitation "must wear corrective lenses for near and distant vision." An insurance renewal form indicated he had accumulated 2,535 total flight hours, with 957 hours in the accident make and model. His personal logbook showed 2,692.2 total hours as of July 31, 2010, with 52.4 hours in the preceding 90 days.
Aircraft Information
The four-seat, low-wing, fixed-gear airplane, serial number 3377, was manufactured in 2009. It was powered by a Teledyne Continental Motors IO-550-N engine and equipped with a Hartzell three-bladed adjustable pitch propeller. The airplane had two cabin doors, each with upper and lower latches. The Pilot Operating Handbook (POH) before takeoff checklist included "Doors......Latched." The POH expanded procedure for a door open in flight stated: reduce airspeed to 80–90 KIAS and land as soon as practical. An annual inspection completed June 30, 2010, noted adjustments to the doors at latches and strike points.
Meteorological Information
At 0553, the Deer Valley Airport automated surface observation reported wind from 080 degrees at 5 knots, visibility 10 statute miles, clear sky, temperature 86°F, dew point 55°F, and altimeter 29.89 inches of mercury.
Airport Information
Phoenix Deer Valley Airport is a tower-controlled airport with elevation 1,478 feet msl. It has two asphalt runways: 07R/25L (8,197 by 100 feet) and 07L/25R (4,508 by 75 feet).
Wreckage and Impact Information
The airplane impacted an asphalt parking lot adjacent to a building about 2,570 feet west of the approach end of runway 07L. The main wreckage came to rest on a heading of 354 degrees magnetic at elevation 1,438 feet msl. Debris was within a 100-foot radius. The building and surrounding trees showed no impact damage. The main wreckage and area exhibited fire damage.
The fuselage was mostly consumed by fire. The engine remained attached to the firewall and exhibited impact damage. Both wings were attached but mostly consumed by fire. Control continuity was established for ailerons, rudder, and elevators. The left aileron control cable was separated with splayed signatures consistent with tension overload. The left cabin door was separated, and its latches were in the open position; the upper latch had damage that prevented normal range of motion. The right cabin door was separated and its latches functioned normally. The engine examination revealed no anomalies that would have precluded normal operation and power production.
Medical and Pathological Information
An autopsy determined the cause of death as "multiple blunt force injuries." Toxicology tests detected ethanol from sources other than ingestion, as well as desmethylvenlafaxine, nortriptyline, and venlafaxine. The pilot's medical records showed a history of treatment for depression with venlafaxine and nortriptyline, and a diagnosis of moderate obstructive sleep apnea.
Tests and Research
The removable data module and SD card were removed but no data could be extracted. A test flight in a similar aircraft with the left cabin door open showed the door remained partially closed (about 2 inches ajar) at airspeeds above 80 knots, and opened to about 6 inches during stalls. No difficulty maintaining airplane control was noted during the maneuvers.