Accident Overview
On October 6, 2012, at 1217 central daylight time, a Cirrus SR22, registration N80KW, operated by a private individual, was substantially damaged when it impacted terrain after deploying the Cirrus Airplane Parachute System (CAPS) near Birmingham International Airport (BHM), Birmingham, Alabama. The private pilot incurred minor injuries, and the passenger was seriously injured. The personal flight was conducted under 14 Code of Federal Regulations Part 91 in instrument meteorological conditions, with an instrument flight rules flight plan filed. The flight departed Charles B Wheeler Downtown Airport (MKC), Kansas City, Missouri, and was destined for BHM.
Flight History
According to the pilot, while on the instrument landing system approach to runway 6 at BHM, he reported a missed approach at 2,000 feet mean sea level (msl) to the BHM air traffic control tower. The tower controller instructed the pilot to fly runway heading, but the pilot reported being unable due to weather. The controller then directed the pilot to fly a heading of 180 degrees and climb to 4,000 feet. During the turn, the pilot lost control of the airplane. Observing the altimeter indicating a descent through 1,700 feet, he deployed the CAPS. The airplane descended by parachute and came to rest in a commercial parking lot approximately 2 miles south of BHM.
Review of Federal Aviation Administration (FAA) recorded radio communications revealed that after declaring a missed approach, the tower controller instructed the pilot to fly runway heading and climb to 4,000 feet. The pilot replied, "Okay, I'm way off of runway heading…" without mentioning an inability to turn due to weather. The controller twice instructed the pilot to climb to 4,000 feet and make a left turn to 360 degrees as the airplane approached an antenna to the south. After a third query, the pilot responded, "going, trying to get around." About 20 seconds later, the pilot reported, "going down."
Post-Accident Examination
Examination by an FAA inspector revealed substantial damage to the fuselage and a puncture of the left wing near the left main landing gear. The airplane was equipped with an Avidyne primary flight display (PFD), which was forwarded to the NTSB Vehicle Recorder Laboratory. Non-volatile memory data showed that the autopilot was engaged shortly after takeoff and remained engaged until 1215. At 1213, the autopilot approach mode was armed as the airplane descended to 2,600 feet msl and intercepted the localizer course. The autopilot was in vertical speed (VS) mode with altitude armed, rather than altitude mode. At 1214, VS mode was automatically cancelled, and the autopilot switched to altitude mode when the airplane reached 2,600 feet. However, at that time the airplane was 53 percent needle deflection above the glideslope (GS). The airplane remained above the GS until the autopilot was disconnected at 1215, and the CAPS was deployed about 1217. According to a PFD manufacturer representative, the autopilot would automatically arm GS mode only if seven criteria were met, including altitude mode engaged and the airplane no more than 10 percent needle deflection below GS (indicating above GS).
The data revealed no preimpact mechanical malfunctions, and the pilot reported none. The pilot had a total flight experience of 1,944.7 hours, including 1,450 hours in the same make and model. He reported 17 hours of actual instrument experience and 75 hours of simulated instrument experience. The recorded weather at BHM at 1153 included an overcast ceiling at 700 feet above ground level (1,350 feet msl).