History of Flight
On January 26, 2016, about 1754 eastern standard time, a Cirrus Design Corporation SR22T single-engine airplane, N1703, impacted terrain during the turn to final approach to runway 25 at Greene County - Lewis A. Jackson Regional Airport (I19), Xenia, Ohio. The pilot, who was the sole occupant and operator, sustained fatal injuries, and the airplane was substantially damaged. The airplane was registered to Weaver Aircraft LLC of Carmel, Indiana, and operated by a private individual under 14 CFR Part 91 as a positioning flight. Visual meteorological conditions (VMC) prevailed during the approach, and an instrument flight rules (IFR) flight plan was filed. The flight originated about 1700 from Indianapolis Executive Airport (TYQ), Indianapolis, Indiana, with I19 as its planned destination.
The purpose was to reposition the airplane to its home base after maintenance. The pilot filed an IFR flight plan from TYQ at 9,000 ft en route to I19. After a normal IFR flight, the pilot contacted Middletown Radar Approach Control, reported weather for I19, and requested clearance for the RNAV 7 instrument approach. He was cleared from 9,000 ft to 3,000 ft. The controller issued pilot reports for icing.
The pilot flew the RNAV approach to runway 7, tracking inbound on 068 degrees. About 5.8 miles from the airport, he cancelled IFR clearance and continued under visual flight rules (VFR) at 2,700 ft. He was instructed to change to advisory frequency.
An airport employee witnessed the airplane on downwind beneath cloud base, appearing to set up for a circling visual approach to runway 25. The AWOS showed a 1,700 ft ceiling, wind from 240° at 9 kts gusting to 14 kts, variable 240-330°. Other witnesses saw the airplane flying low, then enter a steep left bank and nose-dive into trees. No distress calls were reported.
Personnel Information
The pilot, age 33, held an airline transport pilot certificate with single-engine and multi-engine land, instrument airplane, rotorcraft helicopter, and instrument helicopter ratings, plus a flight instructor certificate. He had 2,075 total hours, 100 hours in the previous 90 days, 200 hours in the accident airplane (80 in the preceding 90 days), and an instrument proficiency check on October 1, 2015. He held a first-class medical certificate dated May 9, 2015, with no restrictions.
Aircraft Information
The airplane was a 2014 Cirrus SR-22T, serial number 0806, with a standard airworthiness certificate dated June 23, 2014. It was powered by a Continental Motors TSIO-550-K1B engine (315 hp) and a Hartzell PHC-J3Y1F-1RF propeller. The airframe underwent an annual inspection on September 18, 2015 (874.0 hours), a 50-hour inspection on December 14, 2015 (1,198.1 hours), and an overhauled fuel pump was installed on January 19, 2016.
Meteorological Information
At 1732, I19 reported wind 300° at 6 kts, ceiling 1,800 ft overcast, 10 miles visibility, temperature 0°C, dew point -2°C, altimeter 30.13 inHg. Nearby Wright-Patterson AFB reported at 1658: wind 240° at 9 kts, ceiling 200 ft overcast, visibility 10 miles. At 1753: wind 250° at 11 kts gusting 17, ceiling 190 ft overcast. Upper air sounding from Wilmington showed high icing potential within cloud layers. Satellite imagery indicated moderate or greater icing. Area forecast and AIRMETs warned of moderate icing conditions. No direct pilot weather briefings were obtained.
Wreckage and Impact Information
The wreckage was in a lightly wooded ravine about 300 ft short of runway 25 threshold, in a nose-down vertical attitude. The engine was initial impact point; propeller hub separated with torsional shear. The Cirrus Airframe Parachute System (CAPS) was not activated in flight; the charge cartridge was expended by impact forces. The fuselage remained predominantly intact, with upward crushing. The instrument panel was broken but many switches were found: BAT 1&2, ALT 1&2, avionics, pitot heat ON; flap switch UP; fuel selector RIGHT. The standby altimeter read 30.09 and 1,040 ft. Cockpit seats showed upward crushing; pilot seat was forward of stop; energy absorption module crushed 2-3 inches; airbag seatbelts deployed. Right wing had dirt adhered to upper surfaces coated with TKS ice protection fluid. Fuel tanks were breached but contained undetermined fuel.
Medical and Pathological Information
An autopsy performed on January 27, 2016, by the Montgomery County Coroner determined cause of death as acute ventricular dysrhythmia and multiple blunt force trauma. FAA toxicology was negative for all tests.
Tests and Research
The Remote Data Module (RDM) was downloaded. Engine and systems performed normally. CAPS was ARMED throughout. The anti-ice tank switch was turned on for 1 minute 50 seconds about 7.5 minutes before the accident, then off for the remaining 5 minutes 40 seconds. Flaps were set to HALF 2 minutes 50 seconds before impact. In the last seconds, pitch and bank increased, stall warning activated; bank angle reached 48-50°, airspeed 87-90 kts, vertical speed increased to 1,056 ft/min. The engine examination showed no anomalies preventing full power. The POH indicates that at 60° of bank with half flaps, stall speed is 95 kts.
No probable cause was stated in the source.