N333LZCirrus Design SR22T · 2011

On June 21, 2021, about 0930 central daylight time, a Cirrus Design Corporation SR22T, N333LZ, was substantially damaged when it was involved in an accident near Mercer, Tennessee. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to air traffic control communications obtained from the Federal Aviation Administration, the airplane departed Memphis International Airport (MEM), Memphis, Tennessee, about 0900 on an instrument flight rules flight plan with an intended destination of Asheville Regional Airport (AVL), Asheville, North Carolina. The pilot established radio communication with air traffic control while climbing through 3,000 ft mean sea level (msl) to 15,000 ft msl; however, after the airplane climbed to 6,600 ft msl, it began to lose altitude. The pilot advised the controller that the airplane was experiencing engine issues associated with manifold pressure. The pilot then requested to divert to McKellar-Sipes Regional Airport (MKL), Jackson, Tennessee, where the airplane was maintained. The pilot further stated that he was not declaring an emergency. The controller cleared the airplane to MKL with a descent to 3,000 ft msl at the pilot’s discretion. The controller then transferred communications to the MKL controller.

The pilot contacted the MKL controller while the airplane was descending through 3,900 ft msl for 3,000 ft msl. He asked for the RNAV RWY20 approach to MKL and requested a descent at pilot’s discretion to maintain airspeed. The controller advised the pilot that he needed to maintain 2,500 ft msl, which was the minimum vectoring altitude (MVA) for the area. The airplane subsequently gradually descended below the MVA and the controller advised the pilot that Bolivar Airport (M08), Bolivar, Tennessee, was located on his right side; however, the pilot continued to MKL (At that time, M08 was located about 10 nautical miles (nm) east, and MKL was located about 27 nm northeast of the airplane’s position; respectively). When the airplane was at 720 ft msl, the pilot reported that he was attempting to land in a field. The controller advised the pilot that radar contact was lost; however, he asked the pilot the altitude of the airplane, and the pilot stated 600 ft msl. The controller also asked the pilot if he intended to use the parachute, and the pilot responded that he was trying for a field. No further communications were received from the pilot.

Review of the airplane’s maintenance records revealed that the most recent annual inspection was completed on March 3, 2021, at an airframe and engine total time of 1,217.9 hours. During the annual inspection, the left turbocharger was replaced with an overhauled turbocharger.

According to the airplane pilot operating handbook (POH), the Cirrus Airframe Parachute System (CAPS) is designed to lower the aircraft and its passengers to the ground in the event of a life-threatening emergency. CAPS deployment is likely to result in damage to the airframe and, possibly injury to aircraft occupants, its use should not be taken lightly…. If a forced landing on an unprepared surface is required CAPS activation is recommended unless the pilot in command concludes there is a high likelihood that a safe landing can be accomplished. If a condition requiring a forced landing occurs over rough or mountainous terrain…CAPS activation is strongly recommended….”

Review of the airplane’s maintenance records revealed that the most recent annual inspection was completed on March 3, 2021, at an airframe and engine total time of 1,217.9 hours. During the annual inspection, the left turbocharger was replaced with an overhauled turbocharger.

According to the airplane pilot operating handbook (POH), the Cirrus Airframe Parachute System (CAPS) is designed to lower the aircraft and its passengers to the ground in the event of a life-threatening emergency. CAPS deployment is likely to result in damage to the airframe and, possibly injury to aircraft occupants, its use should not be taken lightly…. If a forced landing on an unprepared surface is required CAPS activation is recommended unless the pilot in command concludes there is a high likelihood that a safe landing can be accomplished. If a condition requiring a forced landing occurs over rough or mountainous terrain…CAPS activation is strongly recommended….”

The wreckage was located in a field on the edge of a tree line about 10 miles southwest of MKL. The airplane came to rest upright on a magnetic heading of 360°. Several large tree branches were lying beside the wreckage. The left wing leading edge exhibited tree impression marks 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 remained attached to the empennage and exhibited impact damage. The vertical stabilizer remained attached to the empennage; however, the rudder was separated from the vertical stabilizer at the top and mid-point hinges. Control cable continuity was established to all flight control surfaces from the flight controls to the cockpit.

The Cirrus Airframe Parachute System (CAPS) was found intact. The safety pin was out of the handle, but the system was not activated. Both wings remained attached to the fuselage and exhibited impact damage. The engine remained attached to the fuselage; however, the engine mounts were fractured in numerous places. The propeller remained attached to the engine. One propeller blade was fractured and found about 20 ft from the main wreckage. The spinner dome was crushed and creased and contained tree bark.

The airplane was recovered to a salvage facility for further examination. The bottom spark plugs were removed and exhibited normal wear. The propeller was rotated by hand through 360° and crankshaft continuity was established through the valvetrain. Thumb compression was attained on all cylinders. A lighted borescope was used to examine the pistons, valves, and cylinder walls and all exhibited normal wear. Both turbochargers rotated smoothly by hand. The left exhaust exhibited cracking and melting at the turbocharger attachment flange. The waste gate was removed, and a small metal fragment was wedged between the housing and the valve, which was about 75% closed. The waste gate controller mounting bracket was fractured and the connecting rod was bent. The metal fragment was sent to the National Transportation Safety Board Materials Laboratory for identification. The metallic section was examined using an x-ray fluorescence (XFR) alloy analyzer. The metallic section was consistent with stainless steel.

The Recoverable Data Module (RDM) was removed from the vertical stabilizer. It was not damaged. The RDM was partially downloaded on scene and the data included the accident flight in its entirety. The manifold air pressure (MAP) limit was exceeded about 10 minutes into the flight. The maximum normal operating range for MAP for the airplane according to the POH was 36.5 inches. The peak recorded value during the exceedance was 53.9 inches. Additionally, the MAP fluctuated from the time of the exceedance until the end of the data about 19 minutes later.

The Office of the Medical Examiner, Nashville, Tennessee, performed an autopsy on the pilot. His cause of death was reported as blunt force injuries.

Toxicology testing performed by the FAA’s Forensic Services Laboratory on the pilot’s blood and urine identified no evidence of impairing drugs.