Accident Overview
On February 14, 2014, at 1423 mountain standard time, a Cirrus Design Corp. SR-22 airplane, N18DN, sustained minor damage when it impacted terrain following an intentional airframe parachute deployment near Gunnison, Colorado. The pilot was not injured. The airplane was registered to ZBA LLC and operated by the pilot under 14 CFR Part 91 as a personal flight. Instrument meteorological conditions prevailed, and the flight operated on an instrument flight rules flight plan. The flight originated from Centennial Airport (APA), Denver, Colorado, at 1345, with an intended destination of Colorado City Municipal Airport (AZC), Colorado City, Arizona.
Flight History
The pilot reported departing under clear skies with no forecast precipitation or icing. About 45 minutes into the flight, at 16,000 feet mean sea level (msl), the airplane encountered instrument meteorological conditions with light icing accumulation. The pilot informed the air traffic controller of the situation, but before deciding on an alternate route, the icing worsened. The airplane was unable to maintain altitude. Uncertain of the height of cloud bases relative to the mountainous terrain below, the pilot deployed the Cirrus Airframe Parachute System (CAPS). The airplane landed in mountainous terrain about 24 miles north-northeast of Gunnison, Colorado, on a mountainside in about 10 feet of snow at approximately 11,000 feet elevation.
Radar track data showed the airplane on a west-southwest course at 15,900 feet msl until 1423:49. The final radar data point was at 1423:51 at 15,400 feet msl. Air traffic control communications indicated the pilot reported light icing at 1421:07. The controller noted this was the first icing report in the vicinity, though earlier reports of light to moderate icing existed about 50 miles west. The pilot declared an emergency at 1423:52 and stated he had "pulled the parachute" 13 seconds later, then advised he had "lost control." No further communications were received.
Meteorological Conditions
The closest weather reporting facility, Aspen-Pitkin County Airport (ASE), about 19 miles north at 7,838 feet elevation, recorded at 1453: wind from 360 degrees at 11 knots, visibility 10 miles, overcast ceiling at 5,000 feet above ground level (agl). Gunnison-Crested Butte Regional Airport (GUC), about 24 miles south at 7,680 feet, recorded at 1435: variable wind from 200 to 260 degrees at 11 knots gusting to 14 knots, broken ceiling at 4,600 feet agl, overcast at 5,000 feet agl.
Infrared satellite imagery showed cloud temperatures near -16 degrees Celsius, corresponding to cloud tops at about 18,000 feet msl. Visible satellite imagery depicted stratiform clouds obscuring the site, with little movement consistent with altocumulus standing lenticular clouds associated with mountain wave activity. An upper air sounding from Grand Junction (GJT) at 1700 identified the freezing level at about 9,720 feet msl and a predominant mountain wave at 14,480 feet msl, consistent with enhanced icing potential. Atmospheric modeling from NOAA ARL suggested the freezing level at 10,900 feet msl with icing through 14,500 feet msl, mountain wave conditions, stable atmosphere, and strong ridge-level wind.
AIRMET advisories for IFR conditions, turbulence, and icing were issued at 1345, including the incident site. AIRMET Zulu Update 7, valid until 2000, warned of moderate icing from the freezing level to 22,000 feet msl. Four pilot reports between 1330 and 1439 indicated light rime and mixed icing at 15,000 to 18,500 feet msl near Aspen. One additional pilot report at 1507 indicated moderate rime icing at 12,000 feet about 15 miles west-southwest of ASE.
The pilot received a preflight weather briefing via ForeFlight at about 1251, which included AIRMET Zulu Update 6 issued at 1235 warning of moderate icing between the freezing level and 22,000 feet, with freezing level expected at or below 10,000 feet msl. The briefing did not include pilot reports on icing.
Postaccident Examination
The pilot reported no failures or malfunctions prior to the incident. Postaccident examination revealed minor damage to the landing gear, engine cowling, and right wingtip. Effects from CAPS deployment alone consisted of minor damage.