Fatal SR22 Crash in the Sunshine State

Air Safety Week, Dec 8, 2008

On Nov. 13, 2008, the pilot and passenger on a Cirrus SR22 (N827GM) were killed when their aircraft impacted automobiles and terrain in Tallahassee, FL. One person on the ground was seriously injured.

The airplane was operating on an instrument flight rules flight plan and had departed Port Columbus International Airport (CMH), Columbus, OH, destined for Tallahassee Regional Airport (TLH).

A review of voice transmissions revealed that as he was approaching Tallahassee, the pilot advised the controller that he had the current weather, and requested the ILS (instrument landing system) Runway 27 approach. The approach controller provided vectors for the approach, cleared the pilot for the approach, and advised him to switch to the Tallahassee Tower radio frequency, which the pilot acknowledged.

The inbound course for the ILS runway 27 approach was 272 degrees magnetic. The glide slope angle was three degrees, and the decision altitude was 200 feet above the ground, or 253 feet above mean sea level (msl). Runway elevation was 48 feet msl.

After the pilot contacted Tallahassee Tower, the controller cleared him to land, and reported the winds from 170 degrees at six knots. One minute, 20 seconds later, the controller advised the pilot that he was right of course, and to fly heading 240 to rejoin the localizer. The pilot did not initially respond, and the controller repeated the instruction, after which, the pilot acknowledged.

About 20 seconds later, the controller twice told the pilot to turn left to heading 240, once also stating that the pilot was heading north-westbound, which the pilot acknowledged.

About one minute after that, the controller again directed the pilot to turn left to 240, and advised him that he was still right of course. The pilot did not initially respond, but when the controller repeated the airplane's call sign, the pilot stated, "seven golf mike's gotta go..."

There were no further transmissions from the pilot.

A hand held GPS (global positioning system) unit that was recovered from the airplane was downloaded at the National Transportation Safety Board. When the positions were plotted over the inbound course, they revealed that the airplane initially joined the localizer, before veering off to the right about five nautical miles from the airport. The airplane then flew a serpentine pattern for the next two miles, finally turning south before the GPS stopped recording.

The last recorded position was almost directly above the accident site, and indicated that the airplane was 30 feet above the ground. The previous recorded position, five seconds earlier, was about .07 miles to the north, and indicated the airplane was 260 feet above the ground.

The lowest recorded radar contact occurred when the airplane was about 300 feet above the ground.

According to a witness, the airplane came from across the street, hit what he thought was a telephone pole, then impacted two cars, one of which was parked behind the other, that were in his driveway. Another witness, also standing in front of the house, stated that she first saw a red light in the sky, and as it came closer, she recognized that the airplane was initially flying straight. The airplane then "came down flipping in circles," including two 360-degree turns, and hit the cars, one of which then ran over her.

The pilot, 64, held a private pilot certificate with airplane single engine land and instrument airplane ratings. According to the pilot's logbook, prior to the accident flight, he had recorded 721 hours of total flight time, 17 hours in make and model, 56 hours of night time, 76 hours of actual instrument time, and 64 hours of simulated instrument time. The logbook also indicated that the pilot acquired the airplane on October 8, 2008. The pilot's latest FAA third class medical certificate was issued on May 21, 2008.

The airplane was equipped with a Cirrus Airplane Parachute System (CAPS), which included a solid-propellant rocket used to deploy a 2,400-square-foot round canopy. A composite box containing the parachute and solid-propellant rocket was mounted to the airplane structure immediately aft of the baggage compartment bulkhead. The box was covered and protected from the elements by a thin composite cover.

According to the SR22 pilot operating manual, "CAPS is normally initiated by pulling the CAPS Activation T-handle installed in the cabin ceiling on the airplane centerline just above the pilot's right shoulder. A placarded cover, held in place with hook and loop fasteners, covers the T-handle and prevents tampering with the control. The cover is be removed by pulling the black tab at the forward edge of the cover. Pulling the activation T-handle will activate the rocket and initiate the CAPS deployment sequence.

A maintenance safety pin is provided to ensure that the activation handle is not pulled during maintenance. However, there may be some circumstances where an operator may wish to safety the CAPS system....The pin is inserted through the handle retainer and barrel locking the handle in the "safe" position. A 'Remove Before Flight' streamer is attached to the pin."