Introduction
On March 29, 2013, at approximately 1045 central daylight time, a Cirrus SR22T airplane, registration N1967N, was substantially damaged after colliding with a frozen lake near Chandler Field Airport (AXN) in Alexandria, Minnesota. The private pilot and one passenger sustained minor injuries, while two other passengers were uninjured. The airplane was operated by the pilot under 14 CFR Part 91 without a flight plan, and day visual meteorological conditions prevailed at the time. The flight originated from Marv Skie-Lincoln County Airport (Y14) in Tea, South Dakota, at about 0904.
Flight Events
While on the downwind leg of the traffic pattern at AXN, the pilot reported hearing a loud noise during flap extension. He initiated a climb but struggled to maintain roll control. In an attempt to reduce the airplane's rolling tendency, the pilot adjusted the flap position. As control deteriorated, he pulled the ballistic recovery system handle, deploying the Cirrus Airframe Parachute System (CAPS). The parachute deployed, and the airplane descended onto a frozen lake.
Flight Data Recorder Analysis
The flight recording device was recovered and analyzed by the National Transportation Safety Board's Vehicle Recorder Laboratory. Data showed that while on the downwind leg, the flaps were adjusted from up to half, and the airplane made several left bank turns with a maximum bank of 30 degrees. Approximately 18 seconds after the initial flap movement, the flaps were briefly returned to up and then back to half. About 36 seconds after initial flap movement, the flaps were adjusted from half to full, and the airplane began a right roll to a steep right bank attitude. A stall indication was recorded 38 seconds after the flaps were set to full. The CAPS handle was pulled two seconds later at a pitch of 22 degrees nose down, a roll attitude of 86 degrees right bank, and an altitude of approximately 519 feet above ground level.
Examination Findings
Examination of the accident site by Federal Aviation Administration inspectors and a Cirrus Design Corporation representative revealed that the right flap rod end was disconnected from the right flap actuation fitting. The mounting bolt and washer for the right flap rod end were found lying on the snow beneath the airplane. No evidence of safety wire was present on the mounting bolt or on the right flap actuation fitting.
An examination of the CAPS Rear Harness assembly showed that both reefing line cutters had fired, but the rear harness remained snubbed. Impact scars on the snow and ice, along with aircraft damage, indicated that touchdown occurred while the airplane was in a 40- to 50-degree nose-down attitude. This attitude is consistent with a touchdown prior to the parachute's tail drop sequence.
Maintenance History
Maintenance records indicated that the right flap was reinstalled on August 3, 2011, at a Hobbs time of 66.4. According to the maintenance manual, the mounting bolt and washer were to be torqued to 50–70 inch-pounds and then safety wired to the flap actuation fitting. An annual inspection was conducted on July 10, 2012 (163.9 Hobbs), a pre-buy inspection on November 5, 2012 (177.2 Hobbs), and the accident occurred at a Hobbs time of 278.0.
According to the Cirrus SR22T Pilot Operating Handbook, the preflight checklist includes an instruction to "inspect flap hinges, actuation arm, bolts, and cotter pins.....secure."