Background
On October 15, 2017, at about 1100 central daylight time, a Cirrus Design SR22T airplane, registration N289CM, operated by a private pilot under 14 CFR Part 91, conducted a forced landing after a partial loss of engine power during initial climb from Moton Field Municipal Airport (06A) in Tuskegee, Alabama. The airplane was substantially damaged; the pilot and three passengers were not injured. Visual meteorological conditions prevailed, and an instrument flight plan had been filed.
Accident Narrative
The pilot reported that after preflight and before-takeoff checks, he departed runway 13. Shortly after takeoff, during initial climb, he sensed the airplane slow down and climb rate diminish. Realizing a partial power loss below 1,000 feet AGL and unable to return to the airport, he selected a sod field for landing. During the forced landing, the landing gear collapsed and the fuselage sustained substantial damage.
A fixed base operator line service technician observed a cloud of faint white smoke after engine start and heard the engine sound "choppy" during takeoff. After liftoff, about midfield, he saw grey smoke from the exhaust. At about 200 feet AGL, the airplane's speed decreased, it entered a gradual left bank, and began losing altitude. He radioed the pilot, who responded they had a field in sight. The airplane disappeared behind trees, followed by impact sounds. He notified first responders.
The pilot noted that during throttle advancement for takeoff, he stopped at manifold pressure 36.5 in.Hg, before reaching the full forward limit stop.
Engine Examination
On March 29, 2018, Continental Motors performed an engine examination under NTSB supervision. The engine was test-run with a test club propeller. After a normal start and warm-up, the throttle was advanced to full open. Fuel flow exceeded the full-throttle high-side limit once manifold pressure surpassed 36 in.Hg. Continued throttle movement led to manifold pressure around 39 in.Hg, producing fuel flows too excessive to support combustion. The magneto check showed drops of 38 rpm (left) and 56 rpm (right).
The slope controller was adjusted to reduce manifold pressure to Cirrus-specified values, then the engine was repeatedly advanced from idle to full throttle without interruption. Maintenance records showed the last annual inspection on January 11, 2017, at 725.5 flight hours.
Flight Data
The airplane was equipped with a Cirrus Perspective avionics system and a recoverable data module (RDM). Data from the RDM showed engine start at 10:41:20 CDT, run-up to 1700 rpm, taxi at 10:44:55, and takeoff acceleration at 10:47:20. Rotation at 75 knots occurred at 10:47:45; pitch stabilized at 11 degrees, airspeed peaked at 85 knots then decreased about 1 knot per second to 79 knots. Initial climb was stable at 2,480 rpm and 35.2 in.Hg manifold pressure with fuel flow about 41 gph.
At 10:48:07, climb was interrupted at 250 ft pressure altitude. Airspeed increased again, and at 10:48:10 a left turn began. Manifold pressure and fuel flow peaked at 40.3 in.Hg and 48.1 gph, respectively, then both EGT and TIT decreased within one second. At 10:48:30, RPM, manifold pressure, and fuel flow decreased; the aircraft descended. At 10:48:39, ground contact occurred, and groundspeed decelerated from 89 knots to 0 at 10:48:48, when the engine stopped.
Weather Information
The closest weather reporting station was Auburn University Regional Airport (AUO), 16 miles northeast. At 1056, an automated report indicated wind from 180° at 5 knots, visibility 10 statute miles, few clouds at 1,100 feet, broken clouds at 5,500 feet, temperature 77°F, dew point 70°F, altimeter 30.20 in.Hg.