Sunday, May 28, 2017

Cirrus SR22, N5PF: Accident occurred December 27, 2015 near Watertown Municipal Airport (KRYV), Jefferson County, Wisconsin

The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Milwaukee, Wisconsin
Continental Motors; Mobile, Alabama
Cirrus Aircraft; Duluth, Minnesota 


Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

http://registry.faa.gov/N5PF

NTSB Identification: CEN16LA069
14 CFR Part 91: General Aviation
Accident occurred Sunday, December 27, 2015 in Watertown, WI
Probable Cause Approval Date: 06/20/2017
Aircraft: CIRRUS DESIGN CORP SR22, registration: N5PF
Injuries: 1 Serious.

NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

The private pilot had spent several hours flying practice instrument approaches to various airports. He stated that he became distracted and failed to monitor the airplane’s fuel state. His normal habit was to alternate between the airplane’s wing fuel tanks every 30 minutes; however, he did not perform this action during the last hour of the accident flight. Shortly after takeoff to return to his home airport in night visual meteorological conditions, the airplane’s engine experienced a total loss of power. The pilot turned back toward the departure airport, but the airplane did not have sufficient altitude to complete a power-off glide to the runway. The pilot stated that he did not switch the airplane’s fuel selector following the loss of engine power. About 344 ft above ground level, the pilot activated the airplane’s airframe parachute system. The low-altitude activation resulted in an incomplete deployment of the parachute and a nose-down impact with the ground, during which the pilot sustained serious injury.

The pilot stated that there were no mechanical malfunctions or anomalies that would have precluded normal operation of the airplane. Postaccident examination revealed that the airplane’s fuel system was intact. The right wing tank, which was selected, contained about 21 oz of fuel, and the left wing tank contained about 22 gallons. Therefore, the total loss of engine power was consistent with fuel starvation. 

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s improper in-flight fuel management, which resulted in a total loss of engine power due to fuel starvation. Contributing to the accident was the pilot’s failure to switch fuel tanks after the engine lost power, and his delayed decision to activate the airframe parachute system, which resulted in his serious injury due to incomplete deployment of the system and the airplane’s improper attitude upon touchdown.

On December 27, 2015, about 1656 central standard time, a Cirrus SR22 airplane, N5PF, was substantially damaged during ground impact after departing from the Watertown Municipal Airport (RYV), Watertown, Wisconsin. The pilot, the sole occupant, sustained serious injuries. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Night visual meteorological conditions prevailed for the flight, which was on an instrument flight rules (IFR) flight plan with a planned destination of Kenosha Regional Airport (ENW), Kenosha, Wisconsin.

The pilot flew multiple instrument approaches at various airports prior to his departure from RYV. Recorded data showed that about 4 minutes after departing RYV, the engine began to surge and subsequently lost power. The pilot attempted unsuccessfully to regain engine power and turned back to RYV. After recognizing his altitude was insufficient to glide to RYV, and with concerns of a forced landing in night conditions, the pilot deployed the Cirrus Airframe Parachute System (CAPS). The fuselage was subsequently damaged during a nose down impact with the ground. 

Examination of the airplane revealed that the fuel system, from the fuel selector to the fuel tanks, remained intact, with no breaches noted. Twenty-one ounces of fuel were recovered from the right fuel tank system and the fuel selector was in the right tank position. The left fuel tank system contained about 22 gallons of fuel. The electric boost pump was connected to a battery and operated normally. No pre-accident anomalies were noted with the engine or engine-related components.

The airplane's non-volatile data was downloaded for the accident flight, which revealed that during the last departure climb, fuel pressure dropped, followed by a short rise in exhaust gas temperature (EGT) that rapidly decreased to zero. Fuel flow during the departure climb was about 30 gallons per hour (gph), before dropping and fluctuating between 1.5 and 11.5 gph for the last two minutes of the flight. 

Rocket extraction of the parachute from its enclosure to full line stretch typically takes about 1-2 seconds and complete parachute inflation typically takes about 4-6 seconds from initial activation. The accident airplane's reefing line cutters were designed to fire 8 seconds after the parachute extraction activates them. Once the reefing line cutters fire, the rear harness "unsnubs" (lengthens), which lowers the tail of the airplane into its optimized landing attitude.

The accident airplane's rear harness was found snubbed and still folded, with tack stitching present. The reefing line cutters were present in their Velcro enclosure and expended, which was consistent with the reefing line cutters firing after touchdown of the airplane. 

The airplane's non-volatile data was examined to estimate the CAPS deployment height. Based on a review of the airplane's longitudinal deceleration, indicated airspeed, pitch attitudes, and altitudes, CAPS activation was estimated to have occurred about 344 feet agl. CAPS activation at this altitude and descent profile was consistent with the incomplete CAPS deployment and nose down ground impact found at the accident site. 

Although the pilot's normal habit pattern was to alternate between fuel tanks every 30 minutes using the timer on the GPS, he became distracted and did not accomplish this action during the last hour of the accident flight. After the engine lost power, the pilot did not attempt to switch fuel tanks with the fuel selector, as directed by the Cirrus SR22 pilot operating handbook (POH) engine failure checklist. The pilot stated that his goal on future flights was a more regimented adherence to checklists and flows during distractions, as well as ingraining emergency procedures to muscle memory (e.g. switching fuel tanks with fuel selector). 

The airplane was equipped with a fuel caution light that illuminates if the fuel quantity in both fuel tanks falls below 14 gallons; the caution light does not illuminate if one tank is low (or empty) and the other tank contains greater than 14 gallons of fuel.

NTSB Identification: CEN16LA069
14 CFR Part 91: General Aviation
Accident occurred Sunday, December 27, 2015 in Watertown, WI
Aircraft: CIRRUS DESIGN CORP SR22, registration: N5PF
Injuries: 1 Serious.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On December 27, 2015, about 1656 central standard time, a Cirrus SR22 airplane, N5PF, was substantially damaged during ground impact after departing from the Watertown Municipal Airport (RYV), Watertown, Wisconsin. The pilot sustained serious injuries. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Night visual meteorological conditions prevailed for the flight, which departed on an instrument flight rules (IFR) flight plan, with a destination of Kenosha Regional Airport (ENW), Kenosha, Wisconsin. 

While enroute from RYV to ENW about 3,000 feet msl, the pilot stated the engine began to surge and subsequently lost power. The pilot attempted unsuccessfully to regain engine power and initiated a return to RYV. After recognizing his altitude was insufficient to land at RYV, the pilot deployed the Cirrus Airframe Parachute System (CAPS). The fuselage was subsequently damaged during a nose down impact with the ground. 

At 1655, the weather observation station at RYV, located about 4 miles northwest of the accident site, reported the following conditions: wind 010 degrees at 7 knots, visibility 10 miles, overcast clouds at 2,600 feet above ground level, temperature 0 degrees C, dew point minus 4 degrees C, and altimeter setting 30.39 inches of mercury.










AIRCRAFT: 2006 Cirrus SR 22 N5PF 1548.7TT 

ENGINE M&M, S/N:  Continental IO-550 N42 S/N 689668 1548.7TT

PROPELLER – M&M, S/N: Hartzell PHC-J3YF-1RF SN FP4537B

AVIONICS: ACK 406 ELT, Two Garmin 430 (one Waas), Avidyne Autopilot and Primary Flight Display, GTX Transponder/GMA 340 Audio Panel

APPROXIMATE TOTAL HOURS (estimated TT & TSMO from logbooks or other information): 1548.7TT

DESCRIPTION OF ACCIDENT:  CAPS Deployed at 500 feet – AC hit ground hard
                  
DESCRIPTION OF DAMAGES:    Substantial damage prop, gear engine, cabin and then tail was cut off for recovery

LOCATION OF AIRCRAFT:    Wisconsin Aviation- Watertown Municipal Airport (KRYV)   

Read more here:     http://www.avclaims.com/N5PF.htm
      

TOWN OF WATERTOWN, Wis. - A pilot suffered an injury to one of his ankles after his plane crashed Sunday afternoon in rural Watertown, according to a release from the Jefferson County Sheriff’s Office.

Emergency crews were called to the area of Aliceton Drive and Ceasar Road in the town of Watertown at 4:59 p.m. on a report of an airplane crash. They found a Cirrus SR-22 in a plowed corn field.

The 67-year-old pilot, a man from Lake Forest, Illinois, was able to tell air traffic control he was having engine failure shortly after he took off from the Watertown Airport. He was flying to Kenosha.

The man was able to get out of the plane on his own. He was taken to Aurora Hospital in Waukesha with non-life-threatening injuries.

Ixonia fire and EMS, Jefferson County Emergency Communications and the FAA assisted at the scene.

Story:  http://www.channel3000.com




WATERTOWN — Jefferson County sheriff’s officials on Sunday, December 27th were called out to the scene of a plane crash in Watertown. 

Sheriff’s officials say the small plane landed on Aliceton Drive near Caesar Road around 5:00 p.m.

We’re told the pilot, a 67-year-old man from Lake Forest, Illinois, was taken to the hospital for treatment of his injuries.

The Jefferson County Sheriff’s Office says it appears the aircraft left the Watertown Airport shortly before 5 p.m., heading to Kenosha airport. Shortly after takeoff the aircraft was experiencing engine problems.

Officials say the pilot was able to make contact with Air Traffic Control and advise that he was having engine failure and had to make an emergency landing.

After the crash, the pilot was able to get out of the aircraft on his own. He sustained an injury to one of his ankles and did not appear to have any life threatening injuries. He was transported to Aurora Hospital in Waukesha for treatment.

No one on the ground was hurt.

We’re told the plane suffered substantial damage.

Story: http://fox6now.com

A small plane crashed in the town of Watertown Sunday evening.

It happened at approximately 5 p.m. in a cornfield near Aliceton Drive and Ceaser Road.

Authorities said the pilot, a 67-year-old man from Lake Forest, Ill., had just left the Watertown Airport and was heading toward the Kenosha Airport when the aircraft started experiencing engine problems.

He was able to contact Air Traffic Control and make an emergency landing.

After the crash, the Jefferson County Sheriff's Office said the pilot was able to get out of the aircraft by himself.

Officials said he was taken to the hospital with an ankle injury and is expected to be OK.

Story and video:  http://www.tmj4.com The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Milwaukee, Wisconsin
Continental Motors; Mobile, Alabama
Cirrus Aircraft; Duluth, Minnesota 

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

http://registry.faa.gov/N5PF

NTSB Identification: CEN16LA069
14 CFR Part 91: General Aviation
Accident occurred Sunday, December 27, 2015 in Watertown, WI
Aircraft: CIRRUS DESIGN CORP SR22, registration: N5PF
Injuries: 1 Serious.

NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On December 27, 2015, about 1656 central standard time, a Cirrus SR22 airplane, N5PF, was substantially damaged during ground impact after departing from the Watertown Municipal Airport (RYV), Watertown, Wisconsin. The pilot, the sole occupant, sustained serious injuries. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Night visual meteorological conditions prevailed for the flight, which was on an instrument flight rules (IFR) flight plan with a planned destination of Kenosha Regional Airport (ENW), Kenosha, Wisconsin.

The pilot flew multiple instrument approaches at various airports prior to his departure from RYV. Recorded data showed that about 4 minutes after departing RYV, the engine began to surge and subsequently lost power. The pilot attempted unsuccessfully to regain engine power and turned back to RYV. After recognizing his altitude was insufficient to glide to RYV, and with concerns of a forced landing in night conditions, the pilot deployed the Cirrus Airframe Parachute System (CAPS). The fuselage was subsequently damaged during a nose down impact with the ground. 

Examination of the airplane revealed that the fuel system, from the fuel selector to the fuel tanks, remained intact, with no breaches noted. Twenty-one ounces of fuel were recovered from the right fuel tank system and the fuel selector was in the right tank position. The left fuel tank system contained about 22 gallons of fuel. The electric boost pump was connected to a battery and operated normally. No pre-accident anomalies were noted with the engine or engine-related components.

The airplane's non-volatile data was downloaded for the accident flight, which revealed that during the last departure climb, fuel pressure dropped, followed by a short rise in exhaust gas temperature (EGT) that rapidly decreased to zero. Fuel flow during the departure climb was about 30 gallons per hour (gph), before dropping and fluctuating between 1.5 and 11.5 gph for the last two minutes of the flight. 

Rocket extraction of the parachute from its enclosure to full line stretch typically takes about 1-2 seconds and complete parachute inflation typically takes about 4-6 seconds from initial activation. The accident airplane's reefing line cutters were designed to fire 8 seconds after the parachute extraction activates them. Once the reefing line cutters fire, the rear harness "unsnubs" (lengthens), which lowers the tail of the airplane into its optimized landing attitude.

The accident airplane's rear harness was found snubbed and still folded, with tack stitching present. The reefing line cutters were present in their Velcro enclosure and expended, which was consistent with the reefing line cutters firing after touchdown of the airplane. 

The airplane's non-volatile data was examined to estimate the CAPS deployment height. Based on a review of the airplane's longitudinal deceleration, indicated airspeed, pitch attitudes, and altitudes, CAPS activation was estimated to have occurred about 344 feet agl. CAPS activation at this altitude and descent profile was consistent with the incomplete CAPS deployment and nose down ground impact found at the accident site. 

Although the pilot's normal habit pattern was to alternate between fuel tanks every 30 minutes using the timer on the GPS, he became distracted and did not accomplish this action during the last hour of the accident flight. After the engine lost power, the pilot did not attempt to switch fuel tanks with the fuel selector, as directed by the Cirrus SR22 pilot operating handbook (POH) engine failure checklist. The pilot stated that his goal on future flights was a more regimented adherence to checklists and flows during distractions, as well as ingraining emergency procedures to muscle memory (e.g. switching fuel tanks with fuel selector). 

The airplane was equipped with a fuel caution light that illuminates if the fuel quantity in both fuel tanks falls below 14 gallons; the caution light does not illuminate if one tank is low (or empty) and the other tank contains greater than 14 gallons of fuel.

NTSB Identification: CEN16LA069
14 CFR Part 91: General Aviation
Accident occurred Sunday, December 27, 2015 in Watertown, WI
Aircraft: CIRRUS DESIGN CORP SR22, registration: N5PF
Injuries: 1 Serious.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On December 27, 2015, about 1656 central standard time, a Cirrus SR22 airplane, N5PF, was substantially damaged during ground impact after departing from the Watertown Municipal Airport (RYV), Watertown, Wisconsin. The pilot sustained serious injuries. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Night visual meteorological conditions prevailed for the flight, which departed on an instrument flight rules (IFR) flight plan, with a destination of Kenosha Regional Airport (ENW), Kenosha, Wisconsin. 

While enroute from RYV to ENW about 3,000 feet msl, the pilot stated the engine began to surge and subsequently lost power. The pilot attempted unsuccessfully to regain engine power and initiated a return to RYV. After recognizing his altitude was insufficient to land at RYV, the pilot deployed the Cirrus Airframe Parachute System (CAPS). The fuselage was subsequently damaged during a nose down impact with the ground. 

At 1655, the weather observation station at RYV, located about 4 miles northwest of the accident site, reported the following conditions: wind 010 degrees at 7 knots, visibility 10 miles, overcast clouds at 2,600 feet above ground level, temperature 0 degrees C, dew point minus 4 degrees C, and altimeter setting 30.39 inches of mercury.

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