History of Flight
On April 6, 2023, at about 0750 eastern daylight time, a Cirrus Design Corporation SR22, registration N911TK, was substantially damaged in an accident near Jesup, Georgia. The private pilot, who was the sole occupant, was fatally injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Recorded data from the airplane's primary flight display (PFD) and multi-function display (MFD) showed that the airplane departed Fernandina Beach Municipal Airport (FHB), Fernandina Beach, Florida, at about 0728. It climbed to approximately 1,800 ft and flew north-northwest. Around 0746, the airplane began descending. The pilot did not request air traffic control services. As the airplane approached Jesup-Wayne County Airport (JES) from the south, it slowed to an indicated airspeed of about 75 knots, maintaining it within ±5 knots for the remainder of the recording. Track data indicated the airplane initially crossed over the approach end of runway 29 perpendicular to the runway heading. At 07:50:03, it began a right roll to a bank angle of about 40°, then immediately rolled left to 40°. Subsequently, it began to roll slightly toward wings level before rolling left and pitching down. The MFD stopped recording at 07:51:00, and the PFD stopped at 07:51:09.
There was a published RNAV GPS approach to runway 29, but the recorded flight track was inconsistent with that procedure. The lowest weather minimums for the approach required at least one mile visibility.
Personnel Information
According to the pilot's flight instructor, the pilot completed an instrument proficiency check on September 29, 2021, in the accident airplane. No record of a current flight review per 14 CFR 61.56(a) and (c) was found; his most recent logged flight review was from September 11, 2019. Interviews with the pilot's spouse and the JES airport manager revealed that the pilot owned the airplane and used it to commute between his home in Fernandina Beach and Jesup, where he operated a chiropractic practice. His wife reported he was "obsessed with weather" and they had an agreement to take "no chances" regarding weather; if weather was questionable, he would drive. Both the spouse and airport manager noted the pilot was never late for appointments. His office opened at 0800, though his spouse did not know his first appointment time.
Aircraft Information
The Cirrus Design SR22 Pilot's Operating Handbook specifies that at maximum gross weight of 3,400 lbs, stall speed with flaps up and 45° bank was 81 knots indicated airspeed (KIAS) at the most aft center of gravity (CG) and 84 KIAS at the most forward CG. With flaps full down, stall speeds under the same conditions were 72 and 73 KIAS, respectively.
Meteorological Information
The airport was equipped with an Automated Weather Observing System (AWOS). The 0750 observation reported ¼-mile visibility in fog, calm wind, and a ceiling of 300 ft. Airport personnel arriving about 5 minutes after the accident reported and documented fog on the ramp. AWOS reports showed restricted visibilities in mist starting at 0615, dense fog from 0635 through about 0820, then mist until 0835 before clearing at 0855.
Wreckage and Impact Information
The wreckage came to rest upright with no fire. Ground signatures were consistent with a right-wing-low, nose-low impact. The wreckage came to rest near the initial ground impact on a heading of 040°. The wing flaps actuator was found in the retracted (up) position. One propeller blade fractured, exhibiting chordwise scratching, surface polishing, and "S" bending signatures.
The Cirrus Airframe Parachute System (CAPS) had not activated, and the parachute was not deployed. The CAPS safety pin was found in place in the handle holder. Non-volatile memory from the electronic displays was examined. Recorded engine data indicated the engine was operating at impact and consistent with power application during the last seconds. Last recorded parameters included 2,290 rpm, oil pressure 51 psi, oil temperature 178°F, fuel flow 17.1 gph, and manifold pressure 24.9 inHg. Examination of the airframe, engine, and propeller revealed no evidence of a mechanical malfunction or anomaly that would have precluded normal operation.