History of Flight
On August 27, 2015, at about 1905 central daylight time, a Cirrus SR22, registration N1116C, impacted trees and terrain while on the final leg of the traffic pattern at Shelby County Airport (EET), Alabaster, Alabama. The private pilot was fatally injured, and the airplane was destroyed. The airplane was operated by the private pilot under 14 CFR Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed.
According to a fuel receipt, the airplane was filled to the tabs prior to departure from Birmingham-Shuttlesworth International Airport (BHM), totaling about 47 gallons of fuel.
Data from the primary flight display (PFD) indicated the airplane departed BHM at 1818, flew to Bessemer Airport (EKY), where the pilot conducted two touch-and-go landings, then proceeded to EET. At EET, the pilot entered the traffic pattern and performed four touch-and-go landings on runway 34. On the fifth circuit, the airplane impacted terrain on short final.
Witnesses reported seeing the airplane flying very low on final, then descending straight down. One witness said the engine sounded like it had throttle issues and then stopped. Another witness reported a sharp left turn and the engine cutting out three times before descending straight down. First responders noted a postimpact fire and that the ballistic parachute rocket launched out of the wreckage minutes after impact.
Personnel Information
The pilot held a private pilot certificate with single-engine land and instrument ratings. His most recent third-class medical was issued July 15, 2015, with no limitations. He reported 1,400 hours of flight experience, with 0 hours in the previous 6 months. His most recent documented flight prior to the accident was December 28, 2012, but family members stated he resumed flying about 3 to 4 weeks before the accident. His most recent flight review was August 14, 2015.
Aircraft Information
The airplane was issued an airworthiness certificate on March 5, 2003, and was registered to Hard Times LLC since 2012. It was equipped with a 310-horsepower Continental Motors IO-550-N engine. The most recent annual inspection was completed April 10, 2015, at a total time of 2,289.9 hours.
Meteorological Information
Weather observation at EET at 1853 recorded wind from 350° at 3 knots, visibility 10 miles, clear skies, temperature 28°C, dew point 18°C, and altimeter 30.00 inHg.
Wreckage and Impact Information
The airplane struck 40-ft-tall trees before impacting the ground about 1,700 ft from the approach end of runway 34. It came to rest nose-down about 10 ft from the initial tree strikes. A postimpact fire partially consumed the wings, fuselage, and empennage. All components were accounted for.
Control continuity was established from flight controls to cockpit through impact fractures. The propeller hub separated from the crankshaft; the crankshaft exhibited spiral cracking. Propeller blades showed chordwise scratching, with one blade tip separated and another with leading edge gouging.
The parachute was located aft of the left wing inside its casing with thermal damage; the rocket was about 80 ft aft of the main wreckage.
Engine examination revealed impact damage and thermal damage to the rear section. No anomalies were noted in cylinders, magnetos, spark plugs, fuel pump, manifold valve, injector nozzles, oil sump, or propeller governor.
Medical and Pathological Information
An autopsy determined the cause of death as multiple blunt force injuries. Toxicological testing detected citalopram and trazodone in the pilot's blood and urine. The FAA had issued a medical certificate on July 15, 2015, after the pilot reported he was no longer using antidepressants. However, his wife stated he had ongoing stressors and had revisited his physician about a week before the accident.
Tests and Research
The PFD data showed the airplane touched down at 1901:41 and began another pattern. At 1905:17, on short final about 80 ft agl, pitch was 1° nose-up, airspeed 67 knots. At 1905:21, pitch changed to 40° nose-down, airspeed increased to 79 knots, and the airplane rolled 10° left.
Additional Information
Performance calculations by the airframe manufacturer indicated that with 50% flap extension, the stall speed would have been 54.8 KCAS.