Accident Overview
On August 16, 2010, at approximately 1645 central daylight time, a Cirrus SR22, registration N513CM, operated by Old Well Aviation LLC of Cincinnati, Ohio, was substantially damaged following an engine power loss that prompted the pilot to deploy the aircraft's ballistic parachute. The incident occurred about 4 miles northwest of Idabel, Oklahoma. Visual meteorological conditions prevailed at the time. The personal flight was conducted under 14 Code of Federal Regulations Part 91 without a flight plan. The pilot and one passenger aboard were not injured. The cross-country flight originated in Dallas, Texas, and was en route to Cincinnati, Ohio.
Flight History
The day before the accident, the pilot flew from Cincinnati (LUK), Ohio, to Jackson (MKL), Tennessee, and then to Dallas (ADS), Texas, arriving around 1620. The airplane performed well and was fueled to capacity at each stop.
On the accident day, the pilot and passenger arrived at the airport at approximately 1610. The preflight was described as routine. The pilot confirmed the airplane had been fueled to capacity, the fuel tanks were sumped, and he added 1 quart of oil to the existing 6 quarts in the crankcase. Departing ADS’s runway 33, takeoff and climbout were normal, with oil pressure within normal limits.
Engine Anomaly and Emergency Response
About 45 to 60 minutes into the flight, the pilot noted a change in propeller pitch from the engine noise, later characterizing it as an "explosion." Shortly after, the airplane shuddered, bucked, and popped up in the air. The pilot believed the aircraft might be coming apart. A smell was noticed in the cockpit around the same time, and the cabin became very hot; the air conditioner was operating but not producing cold air. The pilot reported that the fuel tank did not run dry, as he had switched between tanks during the flight. He declared an emergency and was vectored toward the nearest airport. Establishing a 90-knot best glide speed, the engine readout showed 28 percent power, which soon dropped to zero, confirming a total power loss. Realizing he could not glide to the airport, the pilot deployed the ballistic parachute. The descent involved three impacts: first upon deployment, second as the parachute filled and the airplane swung like a pendulum, and third when the airplane struck the ground.
Flight Data Recorder Information
The airplane was equipped with an Avidyne Entegra EXP5000 Primary Flight Display (PFD) and an EX5000 Multi-Function Display (MFD) capable of recording flight data. These units were removed and sent to the NTSB Vehicle Recorder Laboratory for readout. The recorded data indicated departure at about 1426 CDT, climbing to 3,000 feet, then to 9,000 feet, and finally to 11,000 feet at 1456 CDT. At 1517:24, a sharp reduction in exhaust gas temperature (EGT) occurred, dropping from over 500°F to 0 in one sample (the valid range is 500–1650°F). Simultaneously, RPM decreased from 2,800 to approximately 2,000, and fuel flow dropped from about 12 gallons per hour to less than 1 gallon per hour. The airplane began descending at 1,000 to 2,000 feet per minute, with indicated airspeed fluctuating between 100 and 130 knots. At 1524:24, a sharp negative longitudinal acceleration was recorded at approximately 800 feet pressure altitude. The MFD data ended at 1524:36, and the PFD data at 1525:10. Earlier, between 1427:30 and 1438:30, alternator 1 current fluctuated between approximately 19 and 30 amps; similar fluctuations occurred at a slower rate starting at 1442.
Post-Accident Inspection
The airplane was recovered and taken to Air Salvage of Dallas, Texas, where on September 1, 2010, the engine was functionally tested. It was started and operated at various power settings, including full power, with no anomalies noted.