History of Flight
On June 18, 2016, about 1411 mountain daylight time, a Cirrus Design Corporation SR22, N678Z, descended under the canopy of the Cirrus Airframe Parachute System (CAPS) and impacted terrain near Colorado Springs, Colorado, following an inflight loss of engine power. The flight was an instructional flight conducted under 14 Code of Federal Regulations Part 91, operating in day visual meteorological conditions without a flight plan. It originated about 1345 from City of Colorado Springs Municipal Airport (COS).
The pilot, who was the owner of the airplane, reported noticing engine roughness and lower than normal oil pressure while at 8,500 feet mean sea level. The engine continued to run rough and lose power. Air traffic control was advised of the engine problem. With reduced power, the airplane lost altitude and airspeed. The pilot determined that neither COS nor Meadow Lake Airport could be reached. No suitable landing areas were identified, and the pilot pulled the CAPS handle. The CAPS rocket fired and separated from its lanyard; the parachute deployed. The airplane impacted the ground in a nose-down attitude, with the aft harness in a snubbed position. Subsequently, the airplane stabilized upright on its main landing gear.
The safety pilot in the right seat reported that his role was to demonstrate and teach formation-flying techniques. He noted that a preflight briefing emphasized the pilot-in-command was responsible for all emergencies. The rear-seated passenger noticed the oil light illuminated before takeoff at idle, but it went off during engine run-up. The safety pilot observed no abnormal engine indications during the flight until the pilot mentioned low oil pressure. A slow "pinging" sound began, and the pilot elected to return. The formation changed lead, and air traffic control provided bearings and distances to nearby airfields, but the flight could not reach any. The safety pilot transmitted a Mayday call and advised CAPS deployment. The pilot pulled the handle at the safety pilot's second request; a strong second pull was needed to fire the rocket. The CAPS deployed at about 800 feet above ground level. The impact was violent, and the three occupants evacuated with help from first responders.
Injuries and Damage
The pilot, safety pilot, and rear-seated passenger sustained minor injuries. The airplane sustained substantial damage during the impact.
Personnel Information
The 64-year-old pilot held a Federal Aviation Administration commercial pilot certificate with airplane single-engine land and instrument ratings, and a flight instructor certificate for single-engine airplanes. He held a third-class medical certificate issued June 1, 2016, with a limitation requiring corrective lenses. He reported 1,289 hours of total flight time, with 30 hours in the same make and model.
Aircraft Information
N678Z was a 2002 model Cirrus Design Corporation SR22, serial number 0311, a four-place, single-engine, low-wing airplane powered by a Continental Motors IO-550-N engine (serial 686307) driving a three-bladed Hartzell constant-speed propeller. A Forced Aeromotive Technologies (FAT) supercharger was installed on June 11, 2016. The airplane was equipped with an Avidyne Multi-Function Display (MFD) and a CAPS. The MFD recorded data at six-second intervals and stored it on a compact flash memory card.
Meteorological Information
At 1354, the recorded weather at COS included wind 170° at 9 knots gusting to 16 knots, visibility 9 statute miles, few clouds at 7,000 feet, temperature 29°C, dew point 11°C, and altimeter 30.36 inches of mercury.
Wreckage and Impact
The airplane was found upright about 11 miles east of COS. The engine and cowling were bent upward forward of the firewall. The CAPS parachute was deployed. The wreckage was recovered by a recovery company. Examination found a witness mark on the lower forward left side of the vertical stabilizer. The hour meter indicated 823.0 hours. The electric fuel pump functioned when power was applied and showed no anomalies.
Tests and Research
The engine was examined at Continental Motors. It was mounted on a test stand and operated, reaching an indicated manifold pressure of 35 inches of mercury at 2,700 RPM. Performance was within the supplemental type certificate holder's specifications, with no anomalies noted.
The MFD memory chip was downloaded at the NTSB Recorder Laboratory. Data from the accident flight and preceding 11 engine cycles were plotted. The recorded data did not reveal any anomalies that could explain the engine power loss.
The CAPS components were examined at the NTSB Materials Laboratory. The cable for the rocket lanyard had separated. Photographic analysis by a Cirrus Owners and Pilots Association representative suggested the airplane was approximately 472 feet above ground level shortly after CAPS activation.
Additional Information
A Cirrus Design safety representative stated that the CAPS was deployed at low altitude and touchdown under a fully inflated canopy occurred prior to tail drop. The nose-low attitude was a designed stage in the deployment sequence. The reefing line cutters fired after touchdown, and the rear harness became unsnubbed.