History of Flight
On September 30, 2010, at approximately 1030 eastern daylight time, a Cirrus SR22, registration N567WT, was substantially damaged during an impact with trees after the pilot activated the Cirrus Airframe Parachute System (CAPS). The accident occurred near Mathias, West Virginia. The certificated private pilot incurred serious injuries and the passenger incurred minor injuries during post-impact egress. Instrument meteorological conditions (IMC) prevailed, and an instrument flight rules flight plan was filed for the personal flight, which departed Fayette County Airport (I23), Washington Court House, Ohio, about 0820, and was destined for Grant County Airport (W99), Petersburg, West Virginia.
According to the pilot, he checked the weather via the internet the evening prior and twice on the morning of the flight. The weather reports were "not too encouraging," but he noted that the ceilings at W99 were improving. After approximately two hours of enroute flying, the pilot entered a holding pattern at the initial approach fix for the GPS RWY 31 approach at W99, at the published altitude of 5,500 feet msl. He held for about 30 minutes waiting for weather improvement. He reported virtually no turbulence until entering the hold. Cleared by air traffic control to initiate the approach, the pilot noted gusting southeast winds around 40 knots at his altitude, while W99 reported calm winds.
After crossing OGMEY for the final time, the pilot descended from 5,000 feet msl toward the final approach fix, slowing to 90 knots. Turbulence worsened, and as the wings rocked violently, the autopilot disengaged. Airspeed decreased to about 80 knots, and the pilot "pushed the nose down," added power, and applied "hard" right rudder. A terrain warning prompted a nose-up response, but the pilot could not level the wings. Realizing he had lost control, with the airplane pitching nose down in a left bank, the pilot perceived a spin entry and activated the CAPS. The airplane descended under parachute and came to rest in trees about 25 feet above the ground, 9.8 nm east of W99.
The pilot and passenger fastened luggage tie-down straps and lowered themselves from the airplane. During egress, the pilot fell and fractured two vertebral bones; the passenger sprained an ankle.
Personnel Information
The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. He reported 700 total hours of flight experience, with 600 hours in the accident airplane make and model. He also reported 82 hours of actual instrument experience and 99 hours of simulated instrument experience. Within the 90 days preceding the accident, he logged 6.5 hours of actual instrument experience and 8 instrument approaches, all in the accident airplane. His most recent FAA third-class medical certificate was issued in February 2010.
Aircraft Information
The airplane was manufactured in 2009 and equipped with a Continental IO-550-N, 310-horsepower, turbo-normalized reciprocating engine. The most recent annual inspection was conducted in July 2010.
Meteorological Information
The National Weather Service (NWS) Boston Area Forecast described a warm front over the region, with overcast clouds at 3,000 feet msl, visibility 4 miles in moderate rain and mist, and a slight improvement expected by 1400. AIRMET Sierra forecast IMC over the area, and AIRMETs for IMC, mountain obscuration, and moderate turbulence below 15,000 feet were current. Further east, AIRMETs for low-level wind shear, strong surface winds, a Convective SIGMET for embedded severe thunderstorms, a severe weather watch, and a SIGMET for high altitude turbulence were in effect.
The terminal forecast for Elkins-Randolph County Airport (EKN), about 34 nm west of W99, expected MVMC to IMC due to light to moderate rain and mist, with broken to overcast ceilings. The NWS Surface Analysis Chart for 1100 depicted the accident site west of a warm front associated with a deepening low pressure system. Clouds and precipitation predominated, with severe thunderstorms over Atlantic coastal states and extensive IMC over West Virginia, Pennsylvania, Maryland, and Virginia.
The NWS hourly Radar Summary Chart for 0919 showed extensive weather echoes, with embedded intense to extreme intensity precipitation echoes near West Virginia. WSR-88D base reflectivity images around the accident time depicted echoes of 25 to 35 dBZ (light to moderate) over W99 and the accident site.
The 0800 upper air sounding for Washington/Dulles International Airport (IAD), about 70 nm east, showed a saturated environment from the surface to about 18,000 feet msl, with a frontal inversion from the surface to about 1,300 feet msl, light surface winds below the inversion, and a rapid veering and increase of wind speed with height above.
An urgent pilot report from another Cirrus SR22 at 0944 in the vicinity of Elkins, West Virginia, about 25 miles northeast of W99, reported severe turbulence at 8,000 feet.
The 1042 weather observation at W99 included calm winds, 3 statute miles visibility in heavy rain, an overcast ceiling at 800 feet, temperature 16°C, dew point 13°C, and an altimeter setting of 29.61 inches of mercury. The airport manager estimated the ceiling at about 300 feet at the time, stating he could not see the end of the runway from about 2,000 feet away.
The pilot indicated he obtained a self-briefing via the internet and was aware of the reported and forecast conditions.
Wreckage and Impact Information
The airplane came to rest suspended about 25 feet above the ground among trees on sloping terrain. The CAPS remained attached to the airframe. The fuselage, horizontal stabilizer, and left elevator sustained substantial damage.
Additional Information
Recoverable Data Module (RDM)
The RDM recorded parameters at 1 Hz for the previous 145 hours. Data showed the airplane departed I23 at about 0818, climbed to 9,000 feet msl by 0827. Pitot heat activated at 0858:30 and remained on. The autopilot and flight director were active during cruise. The airplane descended and leveled at 7,000 feet and 6,000 feet. At 1001, right turns consistent with a holding pattern at OMGEY lasted until about 1021. At approximately 1028, the airplane descended to about 5,200 feet and tracked toward PADOH with flaps at 50%. Autopilot was in altitude hold and approach-coupled GPS lateral mode. Over 1.5 minutes, airspeed decreased from 115 to 80 knots while normalized angle of attack increased from 0.075 to 0.800.
At 1029:24, the autopilot disengaged at 76 knots indicated airspeed and normalized angle of attack 0.811. Five seconds later, stall warning activated briefly at 86 knots and angle of attack 0.814. Over the next 17 seconds, the airplane rolled 46° left wing down, then 42° right wing down, then rolled left while pitching to 25° nose up before stall warning activated continuously for 13 seconds. During this, airspeed varied from 79 to 64 to 88 knots, and angle of attack peaked at 0.998. Pitch then decreased to 86° nose down with a maximum bank of 153° left wing down at 1030:12. Airspeed reduced then increased, and vertical speed reached -12,000 fpm with normal acceleration up to 3.29 g. The CAPS handle was activated at 1030:21 at 171 knots, 2° left wing down, 2° nose up. The rocket deployed one second later at 4,000 feet msl (about 1,200 feet agl). Data ended at 1031:26.
Autopilot Disconnect
The airplane was equipped with a Garmin GFC 700 Automatic Flight Control System. According to the pilot operating handbook, the minimum speed for autopilot operation was 80 knots. The airframe manufacturer stated that autopilot disconnect could be initiated manually or automatically, including by exceeding roll/pitch limits or activation of the stall warning.