History of Flight
On December 15, 2011, at about 0954 mountain standard time, a Cirrus Design Corp. SR22, registration N7850P, experienced a loss of control and descended into a residential neighborhood approximately 0.75 nautical miles from the approach end of runway 3 at Scottsdale Airport (SDL), Scottsdale, Arizona. The airplane was operated by a company private pilot under 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed; no flight plan was filed. The flight originated from Show Low Regional Airport (SOW) about 0913, with SDL as its planned destination.
The surviving passenger reported that the pilot preflighted the airplane for about 30 minutes before departure. Nothing unusual occurred during takeoff, climb, or en route. Approaching SDL, the controller asked the pilot if he saw the Gulfstream. The pilot asked the passenger if he saw it. The passenger initially did not, then saw it very close outside his right-side window. The pilot was still looking left. The passenger stated the Gulfstream appeared to "fly on top of us." The controller asked again if the pilot saw the Gulfstream; the pilot replied the Gulfstream was "in my back seat." Seconds later, the Cirrus started rapidly descending.
Radar data and communications between ATC, N7850P, and N534QS (the Gulfstream) revealed the Gulfstream contacted the tower at 0950:25. The controller instructed N534QS to enter a left base for runway 3. At 0950:46, the controller instructed N7850P to extend downwind and follow the Gulfstream. The pilot acknowledged. At 0951:47, the Gulfstream was cleared to land. At 0951:53, the controller asked N7850P to report the Gulfstream in sight; no reply. At 0952:05, the controller advised the Gulfstream was ahead and to his left, 11 o'clock and 2 miles. At 0952:12, the pilot replied, "…blue Gulfstream, sun's in my eyes." At 0953:09, the pilot confirmed the Gulfstream in sight. At 0954:06, the controller instructed a go-around. An unidentified pilot then reported an airplane on final had gone down. No further communications from N7850P.
Radar data showed that at 0952:45, the Gulfstream was 0.80 nm ahead and 300 feet higher; by 0953:00, 0.23 nm and 300 feet higher. About 0953:06, the Gulfstream passed over the Cirrus by approximately 300 feet. The last radar return from N7850P at 0954:02 showed 1400 feet above ground level; the Gulfstream had passed 30 seconds earlier, 150 feet higher.
Witnesses reported seeing the aircraft very low, bank left, then nose dive or fall flat to the ground.
Personnel Information
The pilot, age 62, held a private pilot certificate with single-engine land rating, issued October 6, 2004. His most recent FAA first-class medical certificate was issued March 31, 2010, reporting 700 total flight hours. The certificate required glasses for near and intermediate vision. A recovered logbook covered November 14, 2009 to December 9, 2010, with about 62 hours logged in the accident airplane, mostly between SOW and SDL.
Aircraft Information
The airplane was a Cirrus SR22-1351, airworthiness certificate issued March 17, 2005. It was equipped with an S-TEC 55X autopilot, Avidyne Entegra PFD and MFD, dual Garmin GNS 430s, engine monitor, and XM satellite weather interface. A logbook entry labeled "Annual Service" dated June 26, 2010, at Hobbs time 621.9. No maintenance records were obtained.
Meteorological Information
At 0953, SDL weather reported wind 250 degrees at 4 knots, visibility 10 miles, temperature 8°C, dew point 4°C, altimeter 30.18 inHg. Astronomical data showed sunrise at 0724 MST; at 0954 MST, the Sun was 23.1 degrees above the horizon at azimuth 143 degrees true, off the right wing of the accident airplane given its heading of 222 degrees magnetic.
Wreckage and Impact Information
The airplane came to rest in a front yard at elevation 1,417 feet MSL. The debris field heading was about 275 degrees magnetic; the wreckage came to rest at 232 degrees magnetic. The initial impact point was a 7-foot hedge missing top branches; a steel gate showed impact damage and white paint transfer. A shallow trench led from the hedge toward the main wreckage. The engine and propeller remained attached; fire consumed most of the roof and right fuselage. The cockpit exhibited extensive fire damage. Control cable continuity was verified for aileron, rudder, and elevator. The flap actuator was consistent with 100% extension (full flaps). The pitch trim was near neutral; roll trim between neutral and full left.
The Cirrus Airframe Parachute System (CAPS) safety pin was present; the activation handle and housing were not observed due to fire damage. The activation cable was attached at the igniter. The propeller blades were bent aft with spanwise and chordwise scratches.
Medical and Pathological Information
An autopsy performed December 16, 2011, determined the pilot's cause of death as "Thermal burns." FAA toxicology found no carbon monoxide or cyanide in blood, no ethanol in vitreous, and 12.39 ug/ml acetaminophen in urine.
Tests and Research
The NTSB Vehicle Recorder Laboratory examined the PFD and MFD. The PFD contained about 17 hours of flight data, including the accident flight. Data showed the flight departed SOW at 0913, climbed to 8,400 feet. Between 0932:13 and 0940:00, no data was recorded (a known software behavior). At 0940:20, descent began at about 1,000 fpm. At 0954, the airplane experienced an upset, rolling rapidly from 35 degrees left wing down to over 77 degrees left wing down, then rapidly to 25 degrees right wing down, with a rate of descent exceeding 3,000 fpm.
Additional Information
The Aeronautical Information Manual (AIM) and FAA Advisory Circulars on wake turbulence were referenced in the source, discussing pilot responsibility and vortex behavior. However, the source does not state that wake turbulence caused the accident.