History of Flight
On May 5, 2017, about 1922 eastern daylight time, a Cirrus SR22, N271TS, impacted terrain during a go-around at Clearwater Airpark (CLW), Clearwater, Florida. The private pilot was fatally injured, and the airplane sustained substantial damage. The airplane was registered to a private company and operated by the pilot under 14 CFR Part 91. Visual meteorological conditions prevailed; no flight plan was filed for the cross-country flight that departed Marion County Airport (MAO), Mullins, South Carolina, about 1620.
The flight originated from Groton-New London Airport (GON), Connecticut, about 1103, intended for Hagerstown Regional Airport, Maryland. En route, the pilot elected to proceed to MAO, where he purchased 61.6 gallons of 100LL fuel. After departing MAO, the pilot received flight following from Jacksonville ARTCC until handed off to Tampa Approach. About 8 miles north of CLW, at approximately 1915, Tampa Approach terminated radar services, and the pilot proceeded without further ATC contact.
An airline transport pilot (ATP) flying a Grumman Tiger was entering the CLW traffic pattern after terminating a local flight due to approaching convective weather. The ATP heard the accident pilot announce on the common traffic advisory frequency that he was west of the airport inbound for landing. The ATP informed him of a noise restriction on the west side, requiring entry from the east. The pilot acknowledged and said he would follow the ATP. The ATP noted that winds became increasingly strong and gusty as he crossed the approach end, requiring full aileron deflection. He estimated wind from 240°–270° at about 40 knots and reported wind shear. After landing, the ATP cleared the runway quickly and radioed the pilot that the wind was "snotty" at the approach end. The pilot acknowledged. The ATP parked and did not witness the accident; he became aware only after hearing sirens.
An airport employee observed the accident airplane on final approach for runway 16. He reported very windy and gusty conditions with rainstorms approaching. The airplane appeared to make a normal approach until it disappeared from view. He then heard the engine go to full power, saw the airplane climb vertically, roll left onto its back, and descend out of sight. He called 911. The airplane was found inverted adjacent to the taxiway.
Data from the airplane's Avidyne electronic primary flight display captured the flight from MAO to CLW. It showed the airplane approaching from the northeast, making a 360° left turn over the airport, and entering a left downwind for runway 16, followed by base and final approach. Data ended about 1922 when the airplane was over the runway; the final 4 to 6 seconds were not recorded. According to the manufacturer, this can occur following an abrupt loss of power.
Personnel Information
The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. According to his logbook, as of April 26, 2017, he had accumulated about 244 total flight hours, including 23.6 hours in the accident airplane. His last FAA third-class medical was issued on July 14, 2015, with no waivers or limitations.
Aircraft Information
The Cirrus SR22 is a four-seat, low-wing, composite airplane with fixed landing gear, powered by a 310-horsepower Continental Motors IO-550-N piston engine. The last annual inspection was on June 9, 2016, at an airframe total time of 1,621.1 hours. The engine, also inspected at that time, had 120.1 total hours since overhaul. An additional 49.5 hours had accrued since the inspection.
Meteorological Information
CLW had an automated weather observing system. Recorded weather at 1915 included wind from 280° at 10 knots with gusts to 19 knots, visibility 10 miles, scattered clouds at 4,500 ft agl, broken ceiling at 6,000 ft agl, overcast at 8,500 ft agl, temperature 21°C, dew point 11°C, altimeter 29.78 inHg. At 1935, wind was from 280° at 14 knots with gusts to 23 knots, visibility 10 miles, scattered at 3,200 ft, broken at 4,500 ft, overcast at 6,000 ft, temperature 21°C, dew point 12°C, altimeter 29.79 inHg.
Based on the airplane's flight track, at 1920 it was in an area of 0–15 dBZ reflectivity values. Between 1924 and 1928, 10–30 dBZ values moved over the accident site, and the main band of 40 dBZ arrived after 1928. The 0–30 dBZ values correspond to light precipitation. No lightning strikes were recorded near the accident site at the time.
An AIRMET Tango advisory (issued at 1645) was valid, advising moderate turbulence below 12,000 ft. The area forecast (issued at 1345) predicted scattered to broken ceiling at 4,000 ft, cloud tops at 8,000 ft, isolated light rain showers, and west wind with gusts 25–30 knots. The TAF for PIE (issued at 1333) forecast wind from 290° at 18 knots with gusts to 28 knots.
The pilot did not receive an official weather briefing from Lockheed Martin Flight Service, Leidos, or DUATS. He did receive a ForeFlight briefing at 1012 for the GON to HGR leg, but no briefing was requested for the flight to CLW. It is unknown if he checked additional weather information before or during the flight.
Review of the Integrated Terminal Weather System (ITWS) for the Tampa Bay area indicated a downburst/microburst/gust front moving eastward across CLW around the accident time. ITWS information is not available to ARTCC controllers but is available to airports with control towers; CLW had no tower.
Wreckage and Impact Information
The airplane came to rest inverted on a magnetic heading of 073° in a dry retention pond east of the runway. The initial impact point was a ground scar containing left wingtip pieces. The main wreckage — empennage, fuselage, wing, engine, and propeller — was located about 50 ft east of the initial impact point. The left wing was fractured just outboard of the left flap, and the wing tip had separated. There was no post-impact fire, and the Cirrus Airframe Parachute System (CAPS) was not deployed. The roof had struck an elevated concrete storm drain, with a section of roof and door found at the drain's base. Propeller marks were noted on an aluminum guard-rail attached to the drain.
Flight control cable continuity was established from all major surfaces to the cockpit. The flap actuator indicated flaps fully extended (100%). The pitch trim motor was near the neutral position, and the roll trim motor was at the full left roll trim position. Both front seats were equipped with airbags, and both deployed. The pilot's four-point seat belt/shoulder harness assembly was cut by rescue personnel.
The engine remained partially attached; the three-bladed propeller remained attached with all blades bent aft and polished at the tips. The spinner had minor damage. Examination revealed impact damage but accessories remained attached. Fuel was observed in the fuel pump chamber, and the coupling was intact. Manual rotation of the crankshaft established valve train continuity and compression on each cylinder. Spark plugs were gray, consistent with normal wear. Spark was observed from each ignition lead. The fuel manifold valve was disassembled; fuel was present in the chamber, and the screen was debris-free. Honey-colored oil was present throughout, and the oil pump produced oil when rotated. The oil filter was debris-free. No mechanical deficiencies were found that would have precluded normal engine operation at impact.
Medical and Pathological Information
An autopsy performed by the Medical Examiner's Office, Largo, Florida, determined the cause of death as blunt head trauma. Toxicological testing by the FAA's Bioaeronautical Sciences Research Laboratory was negative for all items tested.
Go-Around Procedure
The Pilot Operating Handbook for the airplane specifies that the go-around procedure includes retracting flaps to 50% after full power application.