History of Flight
On April 27, 2012, about 1256 eastern daylight time, a Cirrus Design Corp. SR22, N154CK, was substantially damaged when it impacted terrain shortly after takeoff from Anderson Regional Airport (AND), Anderson, South Carolina. The private pilot/owner was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed. The local personal flight was operated under 14 CFR Part 91.
The pilot's flight instructor and close friend recounted the events. He had been providing instrument rating instruction in the weeks before the accident. The purpose of the accident flight was to practice visual flight rules. The flight originated at Greenville Downtown Airport (GMU) about 1000, proceeded to Oconee County Airport (CEU) for one full-stop landing, then to AND. At AND, the instructor monitored the pilot performing about 6 or 7 practice takeoffs and landings, all full stops with taxi back to runway 23. The pilot then taxied to the FBO, where the instructor disembarked and instructed the pilot to perform three additional solo takeoffs and landings.
The pilot's first solo takeoff and landing appeared normal. After landing, he taxied back to the runway threshold. During the second circuit, the instructor observed the landing light on final approach. The airplane appeared to land normally, touching down within the first 10 to 15 percent of the runway. Expecting it to continue and exit, the instructor was surprised when the landing light began to ascend. The airplane pitched upward steeply to about 40 degrees, climbed in that attitude until the left wing suddenly dropped, appearing similar to an aerodynamic stall, then descended in a steep nose-down attitude until out of sight behind sloping terrain southeast of runway 23.
Personnel Information
The pilot, age 58, held a private pilot certificate with airplane single-engine land rating. He received a Notice of Disapproval of Application after an unsatisfactory practical exam on November 14, 2009, but was re-examined on soft-field and short-field approaches and landings and issued a certificate on November 28, 2009. His most recent FAA third-class medical was issued July 22, 2010, with the limitation "Must have available glasses for near vision."
His personal flight log showed he began flight training in July 2008, accumulating 113 hours by the time he earned his certificate, all but 16 in Cessna 172s. In December 2009, he purchased the accident airplane and since then accumulated 226 additional hours, all logged as dual instruction or with a flight instructor signoff.
Meteorological Information
At 1256, AND reported clear skies, visibility 10 statute miles, winds from 265 degrees magnetic at 9 knots, temperature 26°C, dew point 17°C, altimeter 30.02 inHg. Calculated wind components for runway 23: headwind 7 knots, right crosswind 5 knots.
Airport Information
Anderson Regional Airport has intersecting runways 5/23 and 17/35. Runway 23 is 6,002 feet long by 149 feet wide, aligned on 231 degrees magnetic, with a 4-light precision approach path indicator. A parallel taxiway on the northwest side, and runway 23 intersects runway 17/35 about 3,200 feet from the approach threshold. Airport elevation 782 feet.
Flight Recorder Data
A crash-hardened Recoverable Data Module (RDM) in the vertical stabilizer recorded flight parameters at 1 Hz, containing 145 hours including the accident flight. Data were consistent with the instructor's account.
On final approach, flaps fully extended, airspeed 91-99 knots, descent rate 1,120 to 688 fpm. Engine power decreased from 32% to 25% as the airplane crossed the runway threshold at 1255:44. The airplane descended over 11 seconds to a low altitude of 742 feet, about 1,700 feet beyond the threshold. Pitch remained stable until 1255:54 when it began increasing. Stall warning activated 1 second later. At 1255:56, engine power began increasing; 3 seconds later, flap position switched from down to up as pitch increased to 13 degrees nose-up. The airplane began turning left, departing the left runway boundary by 1256:01. By 1256:03, engine power reached 101%, stall warning active, heading drifted to 208 degrees, pitch 15 degrees nose-up, altitude climbed 75 feet. The final data point at 1256:05 recorded pressure altitude 825 feet (about 50 feet AGL), heading 177 degrees, pitch 3 degrees nose-up, roll 57 degrees left wing down, airspeed 70 knots, stall warning active, flaps retracted, engine power 98%. The airplane was 167 feet left of the runway boundary.
Wreckage and Impact Information
The initial impact point (IIP) was about 250 feet left of runway 23, about 2,730 feet from the threshold, 128 feet south of the final RDM position on a 180-degree magnetic bearing. The IIP consisted of a 1.5-foot-deep crater 7 feet by 5 feet, containing two separated composite propeller blades. A 50-foot wreckage path oriented 160 degrees magnetic led to the main wreckage, with broken cowling and windscreen pieces. The main wreckage, oriented 330 degrees magnetic, comprised fuselage, wings, and empennage. The fuselage and right wing were almost completely consumed by post-impact fire. The left wing and empennage remained relatively intact.
Flight control continuity was confirmed from rudder, elevator, and left aileron to the cabin; right aileron continuity could not be confirmed due to thermal damage. Flap actuator measurement indicated flaps retracted at impact. Pitch and roll trim motors were near neutral.
The fuel selector was set to left main; about 15 gallons of fuel was recovered from the left wing. The standby attitude indicator displayed a wings-level inverted attitude. No other instrument or switch positions were discernible.
The whole-airframe parachute system activation handle was in its holder with safety pin removed. The parachute remained packed but thermally damaged. The enclosure cover was found 10 feet right of the wreckage. Both reefing line cutters were expended with ignition loops in place. The rocket motor, pick-up collar, lanyards, and incremental bridle were not located.
The engine remained attached to the firewall. Valvetrain and powertrain continuity confirmed via propeller rotation. Compression on all cylinders except number 5; borescope showed ingested dirt under intake and exhaust valves. Both turbochargers showed ingested dirt but rotated freely. Fuel pump input drive rotated freely. Both magneto drives produced spark at all leads. Two of three propeller blades had separated from hub sockets.
Medical and Pathological Information
Autopsy by Anderson County Coroner listed cause of death as "blunt force trauma." FAA toxicology on blood, urine, and vitreous detected no carbon monoxide, cyanide, or ethanol. Ranitidine and Tamsulosin were detected in blood and urine. Diphenhydramine, Ibuprofen, Nadolol, Quinine, and Tetrahydrozoline were detected only in urine.
Additional Information
According to the Pilot's Operating Handbook, at maximum gross weight and most forward center of gravity, with 0 degrees bank, indicated stall speed was 73 knots flaps retracted and 62 knots flaps extended. The balked landing/go-around procedure stated: "…apply full power, then reduce the flap setting to 50%. If obstacles must be cleared during the go around, climb at 75-80 [knots] with 50% flaps. After clearing obstacles, retract the flaps and accelerate to normal flaps up climb speed." Guidance for the whole-airframe parachute system noted altitude loss from level flight deployments below 400 feet, and recommended considering 2,000 feet AGL as a cut-off decision altitude: above 2,000 feet time to assess, below 2,000 feet immediate activation to maximize success.