Accident Overview
On November 28, 2014, at about 1158 eastern standard time, a Cirrus Design Corporation SR22T, registration N227RR, descended under the canopy of the Cirrus Airframe Parachute System (CAPS) and landed into a wooded area near Hampton-Varnville Airport (3J0), Hampton, South Carolina. The private pilot and two passengers sustained minor injuries, while one passenger sustained serious injuries. The airplane was substantially damaged. The airplane was registered to and operated by Header Bug LLC, under 14 CFR Part 91 as a personal flight. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed. The flight originated from Sarasota/Bradenton International Airport (SRQ), Sarasota, Florida, about 0933, and was destined for Orangeburg Municipal Airport (OGB), Orangeburg, South Carolina.
Flight and Engine Failure
After takeoff, the flight proceeded towards the destination while in contact with air traffic control. About 3 minutes after the last check of engine parameters, at 1153:02, the oil pressure indication began to decrease from its steady state reading. It decreased to zero over the next 2 seconds, accompanied by an audible warning. The airplane was at 9,000 feet msl (8,542 feet pressure altitude), about 9.5 nautical miles and 168 degrees from 3J0. The pilot reported the engine power went to idle; he heard no unusual engine sounds and did not observe oil mist, smoke, or a change in propeller pitch. The passenger in the right front seat noted a red oil pressure warning on the displays. The pilot fully enrichened the mixture and moved the throttle without response.
Emergency Response
Using onboard avionics, the pilot identified 3J0 as the nearest airport and declared an emergency at 1153:39, reporting an oil pressure issue. The controller confirmed 3J0 was 7.9 miles away. At 1154:09, the pilot reported the airport in sight while at 7,647 feet msl, about 7.5 nautical miles from the runway. The controller arranged for emergency crews at 3J0.
CAPS Deployment and Landing
The pilot descended at 98 knots, above the best glide speed of 88 knots. Realizing he could not reach the runway, he instructed passengers to tighten restraints. At 1157:36, he informed the controller he was close to the runway. He pulled the CAPS activation handle at 800 feet, but could not recall the airspeed. Under the canopy, the tail dropped as the airplane hit trees; a wing portion detached and the tail nearly separated. The airplane descended to the ground in a hard landing. It came to rest about ¾ nautical mile and 110 degrees from the approach end of runway 29 at 3J0.
Post-Accident Examination
No obvious discrepancies were noted with the engine, and no oil was observed in the engine compartment. The oil dipstick, tightly secured, showed 4 quarts in the resting position (slight nose low); when leveled, it indicated slightly above the "8" mark. Following recovery, an examination by airframe and engine manufacturer representatives under NTSB oversight revealed the oil quantity was about 8 quarts and the oil appeared "like new." The oil pump showed no discrepancies. Crankshaft, camshaft, and valve train continuity was confirmed. Examination of the oil pressure transducer wiring found proper connection but continuity for the ground pin was not confirmed at the transducer connector. A portion of the wiring harness was removed for further examination. The throttle was full forward and the mixture in a mid-range position. The CAPS rear harness remained snubbed; the fuel selector was off.
Engine and Transducer Testing
At the engine manufacturer's facility, the engine was installed in a test stand with a test club propeller. After addressing an oil leak at the pump cover, the engine operated normally with normal oil pressure. Examination of the retained wiring found continuity of the ground from the transducer plug to a bundled location. The oil pressure transducer was examined at its manufacturer's facility with FAA oversight. Visual and X-ray inspection showed no damage or loose contacts. Bench testing up to 5 volts DC and 150 PSIG showed normal operation. Parametric testing at pressures from 0-150 PSID and temperatures from -30.0°C to +100.0°C revealed that the unit passed all tests except at +100°C and pressures above 100 PSID, where it failed.
Maintenance and Data Review
The airplane was manufactured in September 2014, with no prior work on the oil pressure transducer. Engine oil and filter were changed on November 14 and November 20, 2014. The Recoverable Data Module (RDM) recorded data from 0931:00 to 1158:20. Normal engine indications were present until 1153:01, when oil pressure was 57 PSI. At 1153:02, it dropped to 38 PSI, then to 0 by 1153:04. RPM, fuel flow, and manifold pressure initially remained stable. About 34 seconds later, altitude began to decrease, airspeed increased to 148 knots, then decreased. The CAPS handle was pulled at 1158:13, at 453 feet msl and 87 knots (about 340 feet AGL). Recorded data ended 7 seconds after deployment, with last airspeed 42 knots and ground speed 29 knots.