Accident Summary
On December 15, 2010, at approximately 1945 Central Standard Time, a single-engine Cirrus Design SR22, registration N422MR, was substantially damaged when it struck terrain following a loss of engine power near Nacogdoches, Texas. The airline transport rated pilot, the sole occupant, sustained minor injuries. The aircraft was registered to Fifth Third Leasing Company of Cincinnati, Ohio, and operated by Martin Companies of Kilgore, Texas. Night visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the 14 Code of Federal Regulations Part 91 cross-country flight. The flight originated from La Porte Municipal Airport (T41), La Porte, Texas, and was en route to East Texas Regional Airport (GGG), Longview, Texas.
Pilot Actions
According to the pilot, after dropping off a passenger at T41, he departed for the return trip to GGG. While en route, the propeller began to surge and engine power dropped to near idle. The pilot attempted to troubleshoot by adjusting the throttle, selecting another fuel tank, and turning on the electric engine fuel boost pump, but these actions did not help. Observing an airport nearby, the pilot canceled the IFR flight plan and configured the aircraft for best glide in an attempt to reach the airport. During the glide, the pilot attempted an engine restart, which was unsuccessful.
When the aircraft descended to about 1,000 feet above ground level (AGL), the pilot realized he would not make the airport and elected to activate the ballistic parachute. Seconds later, the airplane impacted trees before coming to rest inverted on the ground in a residential yard. The pilot exited the aircraft unassisted. The homeowner came outside upon hearing the crash and noted no engine noises, only the sound of the impact. The pilot warned the homeowner of the smell of fuel, which the homeowner confirmed.
Post-Accident Examination
The airplane was recovered and examined at Lancaster, Texas, on December 22, 2010. Examination of the engine revealed continuity through the crankshaft, piston rods, and pistons. A borescope inspection of the cylinders showed normal fuel combustion deposits. Continuity was confirmed through the camshaft, pushrods, and valves. The fuel pump was removed and examined; a small amount of fuel was observed coming from the fuel inlet line. The engine was test run on the airframe: started, warmed up at idle, then advanced to 1,700 rpm to check magnetos, then to 2,700 rpm and full power. All indications were normal. After about 10 minutes, the engine was shut down using the mixture control. The examination found no anomalies that would have prevented normal operation or production of rated horsepower. No other anomalies with the airplane were discovered.
Fuel Management
The airplane was fueled the day before the accident with 42 gallons of 100 low lead. On the morning of the accident, another pilot flew the aircraft, burning about 27.5 gallons of fuel. The accident pilot was later notified to fly a passenger to T41 that afternoon. The pilot had a mechanic take the airplane to the fuel pumps and fill it "to the tabs." Before departing for T41, the pilot visually checked the fuel; both tanks were filled to about one inch above the tabs. The pilot burned about 22 gallons on the flight to T41. After dropping off the passenger, he departed for the return leg to GGG. On level off, the pilot noted the fuel and calculated that he would burn 25 gallons during the one-hour flight, leaving 20 gallons upon landing.
The SR22 Pilot's Operating Handbook states that the airplane has a total fuel capacity of 84 gallons (42 gallons per tank). Total usable fuel in level flight is 81 gallons; unusable fuel is 3 gallons (1.5 gallons per tank).