History of Flight
On February 29, 2012, at about 1701 eastern standard time, a Cirrus SR22, registration N544SR, was substantially damaged when it impacted terrain following an uncontrolled descent while maneuvering for landing at Melbourne International Airport (MLB), Melbourne, Florida. The certificated private pilot and two passengers were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under Title 14 Code of Federal Regulations Part 91.
Review of air traffic control information showed multiple aircraft and a helicopter performing simultaneous operations to parallel runways at MLB near the time of the accident. At 1658, the accident pilot contacted the MLB tower from 5 miles south of the airport, requesting a full-stop landing. He was instructed to report when on the downwind leg for runway 9 Right (9R). Shortly after, a Cirrus SR20 on a 5-mile final for 9R was cleared for a touch-and-go. At 1700:02, the controller advised the pilot he could land on 9R or extend the downwind to follow a Cessna landing on 9 Left. The pilot responded, "9 right's fine," and requested a long landing to reduce taxi time to the fixed-base operator. At 1700:16, the controller cleared the accident airplane for landing on runway 9R.
At 1700:47, the controller asked if the pilot had visual contact with the Cirrus SR20 on a one-mile final for 9R. The pilot replied he was on a "real short base" for 9R. At 1700:57, the controller instructed, "no sir, I needed you to extend to follow the Cirrus out there on a mile final, cut it in tight now, cut it in tight for nine right." At that time, the two airplanes were within half a mile of each other, separated by 300 feet of altitude.
A flight instructor and student pilot in the Cirrus SR20 heard the accident airplane announce a "short right base" for 9R. The instructor assumed control, increased power, and began a shallow left turn/climb toward the grass infield. He stated the accident airplane initiated a 30-45 degree left bank in front of them, and as the controller yelled, the aircraft "yanked and banked," leading to an accelerated stall, 90-degree bank, and a one to two turn spin into the ground.
The first officer of an airliner parked on taxiway Alpha observed the accident airplane at about 200-300 feet AGL, in a right turn of 30-40 degrees bank descending for the runway. The airplane then made an abrupt left turn while leveling or attempting to climb, initiating an accelerated stall at about 150-200 feet AGL. It rolled left until inverted and descended nose-down. Witnesses, including the first officer, observed deployment of the Cirrus Airframe Parachute System (CAPS) before impact.
Personnel Information
According to FAA records, the pilot held a private pilot certificate with single-engine and instrument ratings. His most recent third-class medical was issued June 24, 2010, with 365 total flight hours reported. A review of his logbook showed 515 total hours, 296 in the accident make and model, and a last biennial flight review on April 30, 2009.
Aircraft Information
Manufactured in 2007, the airplane was a four-seat, low-wing composite aircraft with a Teledyne Continental IO-550-N, 310-hp reciprocating engine. Its most recent annual inspection was completed in August 2011, with 1,250 total airframe hours. Maximum gross weight was 3,400 pounds; estimated gross weight at the time of the accident was 3,379 pounds.
Meteorological Information
At 1753, the recorded weather at MLB included wind from 130 degrees at 13 knots gusting to 18 knots, clear skies, 10 miles visibility, temperature 24°C, dew point 20°C, and altimeter 30.11 inches of mercury.
Flight Recorders
Data from the Avidyne Primary Flight Display and Multifunction Display was downloaded by an NTSB specialist. During the last minute, the airplane was descending at about 500 feet per minute, slowing to about 100 knots. At 17:00:56, engine rpm increased from about 1,500 to 2,000, and the airplane rolled left until inverted. At 17:00:59, it pitched down to about 65 degrees nose-down and 2,000 feet per minute descent. The last data was recorded at 17:01:04. Neither autopilot nor flight director was used.
Wreckage and Impact Information
Examination at the accident site on March 1, 2012, found all major components present. The wreckage surrounded the initial impact crater. The three-bladed propeller was buried and separated from the engine. One blade was separated; the other two remained in the hub with aft bending, leading edge gouging, and chordwise scratching. The engine was removed and examined. The engine compartment, firewall, instrument panel, cockpit, and cabin were destroyed by impact. The empennage and tail section remained largely intact. Control cable continuity was established from the tail to the cockpit; cable breaks in the wings were consistent with overload failure. The CAPS parachute was found deployed and entangled. Witness statements and location of components indicated a low-altitude deployment.
Engine examination revealed approximately 180 degrees of rotation limited by impact damage to the crankshaft and bent pushrod housings. The crankshaft separation exhibited overload signatures. Fuel at the pump outlet and inside the manifold valve was absent of water and debris. Upper spark plugs were intact and ashen. Borescope examination of cylinders showed normal wear. The right magneto produced spark; the left was impact-damaged. The oil pump functioned normally, and oil was clear.
Additional Information
An air traffic control group convened on March 5, 2012, at MLB tower. The controller expected the accident airplane to report on the downwind and complete a normal pattern, but cleared it to land without sequencing instructions. The airplane then entered a right base for Runway 9R.
Reference documents included FAA-H-8083-25 (Pilot's Handbook of Aeronautical Knowledge) discussing torque effects, and AC-61-67C (Stall and Spin Awareness Training) discussing center of gravity, weight, and accelerated stalls.