Introduction
On June 11, 2014, at approximately 1331 eastern daylight time, a Cirrus Design Corp. SR22, registration N813JE, operated by East Coast Aero Club, incurred minor damage during a forced landing near Burlington, Massachusetts. The flight instructor had activated the Cirrus Airframe Parachute System (CAPS) after the engine lost power. Both pilots, who held airline transport certificates, were uninjured. Visual meteorological conditions prevailed for the instructional flight conducted under 14 CFR Part 91.
Flight and Emergency
The flight originated from Laurence G. Hanscom Field (BED) in Bedford, Massachusetts at 1245. The pilot in the right front seat was receiving instruction for an insurance checkout. After completing several touch-and-go maneuvers at a nearby airport, the pilot flew back toward BED. About 5 miles from the airport, while level at 1,700 feet msl, the engine began running "very rough and shaking violently." The pilot immediately handed controls to the flight instructor, who flew while the pilot completed the emergency checklist. Approximately 15 seconds later, the propeller stopped.
Parachute Deployment and Descent
The instructor pitched for best glide and searched for a landing site. They selected a field to the right and began an approach. At 600 feet msl, the pilots determined they would not reach the field and chose to activate the CAPS. They pulled the handle according to the placard and set the fuel mixture lever to cutoff. After parachute deployment, the occupants felt a "very strong backwards pull" and the airplane rocked. While descending in a slightly nose-down attitude, pilots shut off the fuel selector, fuel pump, magnetos, and switches. The airplane came to rest in an area of high vegetation surrounded by trees.
Pilot Information
The flight instructor and pilot each held airline transport certificates with instrument, single-engine land, and multi-engine land ratings, as well as flight instructor certificates. The instructor's most recent first-class medical was issued February 27, 2014. She reported 6,983 total flight hours, with 328 in the accident make and model. The pilot reported 2,511 total hours, with 377 in that make and model.
Aircraft and Maintenance History
The SR22 was manufactured in 2008 with a Continental IO-550-N engine. Maintenance records showed that on June 9, 2011, a new cylinder, piston, piston ring, and lifter were installed on cylinder #4 at 539 hours after a crack was discovered. The director of maintenance stated the facility normally added oil to bolt threads and torqued through bolts from both sides. On February 5, 2014, at 1269.4 hours, cylinder #5 was removed due to low compression; through bolts were torqued from each side per manufacturer specifications, and a ground run showed no defects. An oil change on February 18, 2014, found no metal in the filter. The most recent annual inspection on April 4, 2014, at 1293.2 tachometer hours showed compression values ranging from 57/80 to 75/80, with no anomalies noted. Tachometer read 1320.6 hours at accident time.
Engine Examination
The engine was examined at Continental Motors, Inc. under NTSB supervision. The crankshaft was found fractured at the number 2 main journal, and the camshaft fractured between the number 2 and 3 main bearing supports. The number 2 main bearing support showed evidence of bearing shift, fretting, and lock-slot elongation. A snap ring and plate were missing from the rear set of crankshaft counterweights, later found in the oil sump. Metallurgical examination showed the groove radii and width within tolerance, with witness marks on the plate and the snap ring installed with sharp edge out. Through bolt breakaway torque values were within limits per Service Bulletin SB96-76C, except for both bolts of cylinder #5, which were about 150 inch-pounds below lower limits. The oil quantity indicator showed about 5 quarts and metallic particles in the sump. Spark plugs had oil deposits on cylinders 3 and 6.
Data Recording
The Recoverable Data Module (RDM) indicated engine power loss at 1329:50, followed by descent from a GPS altitude of 577 feet. Exhaust gas temperatures (EGT) for cylinders 1, 3, and 5 spiked from about 1,350°F to about 9,700°F then decreased. CAPS was activated at 1330:50 with rocket deployment. After parachute deployment, EGT for cylinder 1 was about 2,400°F, and for cylinders 3 and 5 about 5,000°F until data ceased at 1331:15.
Recovery and Damage
The airplane came to rest in a slightly nose-low attitude in dense vegetation. Recovery revealed scratches and dents on the fuselage and wings that did not meet substantial damage criteria. The left wing lower skin had orange-brown residue, and the pitot tube was partially separated. Propeller blades had gouges and scratches but no bending.