History of Flight
On March 16, 2018, at about 1038 eastern daylight time, a Cirrus SR22, registration N816CD, and a Cirrus SR20, registration N486DA (call sign Connection 461), collided while on approach to land at Palatka Municipal – Lt. Kay Larkin Field (28J) in Palatka, Florida. Both flights were conducted under 14 CFR Part 91. The SR20 was on an instructional flight with a flight instructor and a pilot undergoing instruction. Visual meteorological conditions prevailed, and neither flight had filed a flight plan.
The SR22 had departed Jacksonville Executive Airport at Craig (CRG) at 0932. The pilot reported that after takeoff, he proceeded toward 28J, monitoring the common traffic advisory frequency (CTAF). He heard transmissions from two pilots, one clear and one unclear. He asked how many aircraft were in the traffic pattern and was told two. He had trouble understanding the other pilot's transmissions. For safety, he flew about 26 nautical miles to Northeast Florida Regional Airport (SGJ), performed two touch-and-go landings, then proceeded back to 28J.
The pilot of the SR22 made initial radio calls about 11 to 12 miles from 28J and again at 6 miles. He flew over 28J at 2,000 feet mean sea level (msl), then entered the downwind leg for runway 27 at 1,000 feet and 100 knots. He called downwind, midfield downwind, base, and final. He performed a touch-and-go landing and then decided to do one more circuit. On the next approach, he made calls for crosswind and midfield left downwind. While abeam the runway numbers on downwind, he watched another airplane roll onto the runway and begin takeoff. He then heard another airplane announce a 6-mile final. He turned onto base leg at about 900 feet and 90 knots, then onto final between 500 and 600 feet, making radio calls for each leg. He did not see the other airplane in the traffic pattern. As he was about to flare, he heard a bang and the nose came up; he lost control and veered right.
The flight instructor of the SR20 reported that near 28J, they heard runway 27 was in use. They descended to 2,500 feet msl and made first radio call at 10 miles, and another at 7.5 miles. A pilot said he could not hear them well. The instructor switched to comm 2 and made another call; a ground pilot reported hearing them loud and clear. They then switched back to comm 1. They joined left downwind for runway 27 at a 45° entry and performed two touch-and-go landings, making radio calls for each leg. On the downwind for the third landing, they heard a pilot announce a 6-mile final. They extended downwind due to an airplane on short final, then turned base and final, making calls. The instructor announced that would be their last landing and they would depart northeast. As the pilot undergoing instruction was about to flare, they heard an explosion; the airplane drifted right and stopped.
Aircraft Information
The Cirrus SR22, serial number 0150, was manufactured in 2002. It was equipped with a Garmin GMA 340 audio select panel and two Garmin GNS 430 transceivers, but not with a traffic collision avoidance system (TCAS) or ADS-B. The pilot reported no work had been done to the radios since becoming co-owner in September 2017.
The Cirrus SR20, serial number 20-1831, was manufactured in 2007. It was equipped with a Garmin GMA 340 audio select panel and two Garmin GNS 430W transceivers, also without TCAS or ADS-B. At the time of the collision, the strobes, navigation, and landing lights were on. The operator's discrepancy sheets for December 1, 2017, through March 14, 2018, showed no radio-related discrepancies.
Wreckage and Impact
Postaccident examination of the SR20 revealed that the comm 1 antenna, mounted on the centerline of the roof behind the doors, was missing; that area had impact damage consistent with contact by the SR22's propeller. The SR22's comm 1 and 2 antennas were not damaged. Both airplanes were powered, and radio frequencies and audio panel settings were documented. The SR20's comm 1 and comm 2 transceivers were both tuned to 122.80 MHz. The audio panel had comm 1 and comm 3 receive selected, and comm 3 MIC selected for transmit. The SR22's comm 1 was tuned to 122.80 MHz and comm 2 to 119.62 MHz; comm 1 was selected for receive and transmit.
Radio Testing
Ground testing of the SR20's radios: comm 1 was unreadable; comm 2 was readable. When the radios were swapped, the previously readable comm 2 became unreadable and comm 1 became readable. Detailed examination of both transceivers and audio panel showed they were within manufacturer's specifications. Ground testing of the SR22's radios found both operational in transmit and receive mode.
Review of FAA-certified audio recordings from the departure airports and SGJ for the SR22 revealed that some transmissions from the SR22 pilot were not clearly enunciated, and several portions of transmissions from both SR20 pilots were difficult to discern. No air traffic control facility mentioned any radio issues.
Testing of an exemplar airplane with the audio panel configured exactly like the SR20's (MIC 3 selected to transmit, comm 1 or 2 selected to receive) showed that neither radio would transmit when the push-to-talk switch was pressed. Additionally, when electrical power was removed, the button settings were retained upon power-up.
Pilot Interactions
Postaccident, the SR22 pilot and the SR20 pilots spoke. The SR22 pilot told the flight instructor that he never saw them and could not understand his calls. The flight instructor said he made the calls. The SR22 pilot asked if the flight instructor heard his position reports; the flight instructor said yes. When asked why he didn't say something about the traffic conflict, the flight instructor replied, "I was just wondering why you were on top of us." The flight instructor confirmed that the SR22 pilot was the one who broadcast that he could not hear them well, and that after that, he never heard any more radio calls from him. The SR22 pilot said he never saw the SR20 and asked if he could hear his calls; the flight instructor reported he never heard them.
Estimated Timelines
Based on departure times, cruise speeds, and distances, it is estimated that the SR22 arrived at 28J about 0947, departed about 0954, arrived at SGJ about 1009, departed about 1017, and arrived back at 28J about 1032. The SR20 arrived at 28J about 1017.