History of Flight
On June 21, 2021, at approximately 0930 central daylight time, a Cirrus Design Corporation SR22T, registration N333LZ, was substantially damaged during an accident near Mercer, Tennessee. The pilot sustained fatal injuries. The flight was operated as a personal flight under Title 14 Code of Federal Regulations Part 91.
According to Federal Aviation Administration air traffic control communications, the aircraft departed Memphis International Airport (MEM) at about 0900 on an instrument flight rules flight plan destined for Asheville Regional Airport (AVL), North Carolina. The pilot contacted air traffic control while climbing through 3,000 ft mean sea level (msl) toward 15,000 ft msl. After reaching 6,600 ft msl, the aircraft began losing altitude. The pilot reported engine issues related to manifold pressure and requested a diversion to McKellar-Sipes Regional Airport (MKL) in Jackson, Tennessee, where the aircraft was maintained. The pilot did not declare an emergency. The controller cleared the flight to MKL with a descent to 3,000 ft msl at the pilot’s discretion, then transferred communications to the MKL controller.
The pilot contacted the MKL controller while descending through 3,900 ft msl for 3,000 ft msl, requesting the RNAV RWY20 approach and a descent at pilot’s discretion to maintain airspeed. The controller instructed the pilot to maintain 2,500 ft msl, the minimum vectoring altitude for the area. The aircraft subsequently descended below that altitude. The controller advised that Bolivar Airport (M08) was to the right, but the pilot continued toward MKL. At 720 ft msl, the pilot reported he was attempting to land in a field. The controller asked about the altitude (the pilot responded 600 ft msl) and whether he intended to use the parachute; the pilot replied he was trying for a field. No further communications were received.
Aircraft Information
Maintenance records showed the most recent annual inspection was completed on March 3, 2021, at an airframe and engine total time of 1,217.9 hours. During that inspection, the left turbocharger was replaced with an overhauled unit.
According to the airplane pilot operating handbook (POH), the Cirrus Airframe Parachute System (CAPS) is designed to lower the aircraft and its occupants to the ground in a life-threatening emergency. The POH notes that CAPS deployment may damage the airframe and possibly cause injury, and its use should not be taken lightly. It recommends CAPS activation for forced landings on unprepared surfaces unless the pilot concludes a safe landing is highly likely, and strongly recommends it over rough or mountainous terrain.
Wreckage and Impact Information
The wreckage came to rest in a field on the edge of a tree line, about 10 miles southwest of MKL. The aircraft was upright on a magnetic heading of 360°. Several large tree branches were beside the wreckage. The left wing leading edge showed tree impressions along its length. All three landing gear were separated but remained under the main wreckage. The empennage remained attached to the fuselage; the horizontal stabilizer exhibited impact damage. The vertical stabilizer remained attached, but the rudder was separated at the top and mid-point hinges. Control cable continuity was established to all flight controls.
The CAPS was intact; the safety pin was removed from the handle but the system was not activated. Both wings remained attached and showed impact damage. The engine remained attached, but the engine mounts were fractured in several places. The propeller was attached; one blade was fractured and found about 20 ft from the main wreckage. The spinner dome was crushed and creased, containing tree bark.
The aircraft was recovered to a salvage facility. Examination revealed the bottom spark plugs had normal wear. Manual rotation of the propeller established crankshaft continuity and thumb compression on all cylinders. Borescope inspection of pistons, valves, and cylinder walls showed normal wear. Both turbochargers rotated smoothly. The left exhaust exhibited cracking and melting at the turbocharger attachment flange. The waste gate contained a small metal fragment wedged between the housing and valve, which was about 75% closed. The waste gate controller mounting bracket was fractured, and the connecting rod was bent. The fragment was sent to the NTSB Materials Laboratory; X-ray fluorescence analysis identified it as stainless steel.
The Recoverable Data Module (RDM) was undamaged and contained data for the entire flight. The manifold air pressure (MAP) limit was exceeded about 10 minutes into the flight. The maximum normal operating range for MAP per the POH is 36.5 inches of mercury; the peak recorded value was 53.9 inches. MAP fluctuated from the exceedance until the end of data, about 19 minutes later.
Medical and Pathological Information
An autopsy performed by the Office of the Medical Examiner in Nashville, Tennessee, listed the cause of death as blunt force injuries. Toxicology testing by the FAA’s Forensic Services Laboratory detected no evidence of impairing drugs in the pilot's blood and urine.