Accident Overview
On October 28, 2016, at 0954 mountain daylight time, a Cirrus Design SR22 airplane, registration N234PJ, was substantially damaged during a forced landing following a loss of engine power during cruise flight near Bloomfield, New Mexico. The pilot, who was the sole occupant, was not injured. The airplane was registered to Coastal King Aviation, LLC, and operated by the pilot under 14 CFR Part 91 as a personal flight. Visual meteorological conditions prevailed, and the flight was not operated on a flight plan. The flight originated from Albuquerque International Airport (ABQ) at 0903, with an intended destination of Stevens Field Airport (PSO) in Pagosa Springs, Colorado.
Pilot Actions and Parachute Deployment
The pilot reported that shortly after leveling at a cruise altitude of 11,500 feet mean sea level, the engine began "missing" and within two minutes lost power completely. His attempts to restore engine power were unsuccessful. Unable to locate a suitable forced landing site within glide range, he activated the Cirrus Airframe Parachute System. The airplane came to rest in an area of low brush and small trees. The aft fuselage and empennage separated from the airframe during the accident sequence and were located adjacent to the airplane.
Post-Accident Examination
A post-recovery engine examination was conducted under NTSB supervision. The engine cowling was intact and securely installed. The engine assembly appeared intact and undamaged except for the lower surface of the oil sump pan, which was dented consistent with contact from the nose landing gear strut on touchdown. The propeller assembly remained securely attached and undamaged. The engine crankshaft rotated freely. Upper spark plugs exhibited normal operating signatures. Borescope examination of cylinders revealed no anomalies. Magnetos and ignition harness appeared undamaged. Engine control continuity was confirmed. The Hobbs meter indicated 980.8 hours.
Missing Cap on Fuel Tee Fitting
The examination revealed that the cap on the unmetered fuel tee fitting at the throttle body metering unit was not installed. The cap was subsequently recovered from the cylinder baffling immediately below the throttle body metering unit. Both the fitting and cap appeared undamaged. The cap was reinstalled. A portable fuel supply was provided at the left wing root, and the engine was run on the airframe. The engine started without difficulty and ran at idle power for several minutes. Engine power was not increased above idle for safety reasons.
Flight Data Recorder Information
Data downloaded from the onboard avionics indicated departure at 0903. After takeoff, the airplane climbed to about 10,500 ft msl. Around 0945, it began a climb, reaching 11,400 ft msl about 2.5 minutes later. Engine speed and fuel flow were stable. At about 0948:06, engine speed and fuel flow decayed abruptly, and the airplane entered a gradual descent. Engine speed did not recover. Fuel flow initially decreased from about 18.0 gph to 9.9 gph, then increased to about 30.0 gph for a period. The recorded data ended at 0954.
Maintenance History
A review of maintenance records showed the most recent annual inspection was completed on March 4, 2016, at 951.6 hours airframe total time. On May 19, 2016, at 959.3 hours, the engine was removed due to a propeller strike incident. (FAA records indicated the accident airplane was involved in a propeller strike during landing at Dothan Regional Airport on May 13, 2016.) A factory rebuilt engine was installed on September 7, 2016, along with overhauled propeller and governor. A hard/overweight landing inspection noted no defects. An engine run-up inspection was completed per the IO550 Permold Series Engine Installation and Operation Manual, section 3-2.7. The fuel system was adjusted per the Maintenance and Overhaul Manual (M-16), section 6-3.7.
On October 5, 2016, at 959.3 hours, the manufacturer's fuel nozzles were replaced with General Aviation Modifications Inc. fuel nozzles. On October 12, 2016, at 971.6 hours, an operational flight check was completed per sections 4-2.3 and 4-2.3.2 of the engine manual, and a ground run verified fuel system settings per sections 6-3.7.4.2 and 6-3.7.4.3 of the engine maintenance manual. No subsequent entries were found.
Relevant Maintenance Procedure
The Engine Maintenance and Overhaul Manual, section 6-3.7.4.2, specified removal of the unmetered fuel port fitting cap at the throttle body metering unit to connect an external fuel pressure gauge. The procedure also specified reinstalling the cap once testing and adjustments were completed.
Fuel System Configuration
The Pilot's Operating Handbook indicated that the fuel flow transducer was installed between the fuel pump/mixture control and the throttle body metering unit, upstream of the fuel port fitting. The engine-driven fuel pump and mixture control are combined into one component.