N9523P

HISTORY OF FLIGHT

On January 18, 2003, at 0638 central standard time, a Cirrus SR-22, N9523P, owned and piloted by a private pilot, was destroyed following an in-flight collision with terrain near Hill City, Minnesota. The 14 CFR Part 91 personal flight was not on a flight plan. Visual meteorological conditions prevailed at the time of the accident. The pilot and single passenger sustained fatal injuries. The airplane departed the Grand Rapids/Itasca County Airport (GPZ), Grand Rapids, Minnesota, at 0630, with an intended destination of St. Cloud Regional Airport (STC), St. Cloud, Minnesota.

An individual representing N9523P contacted the Princeton Automated Flight Service Station (AFSS) at 0455 on the morning of the accident. The individual requested a visual flight rules (VFR) weather briefing from GPZ to STC, departing at 0600. The caller was advised of the current and forecast conditions along the proposed route of flight, as well as of the Aeronautical Meteorological Information (AIRMET) in effect at the time.

An individual representing N9523P requested an abbreviated weather briefing from Princeton AFSS at 0541. Proposed departure time was stated as 0600. During his initial statement to the briefer, the caller noted that conditions at GPZ were marginal at the time. He noted that current conditions at GPZ were about 2,800 feet overcast and that he was "hoping to slide underneath it and then climb out." He requested current conditions at STC and any pilot reports. He was advised of the STC conditions and that no pilot reports were on file across the state at that time.

Several witnesses reported seeing and/or hearing the aircraft shortly before the accident. An individual who resided approximately 4-1/2 miles south of Grand Rapids reported seeing an aircraft flying southbound past his residence. He stated the aircraft appeared to be following the road. He estimated the aircraft's altitude as 100 feet above the trees, and its speed as 150 miles per hour. He noted the engine sound was smooth, it "wasn't laboring." He added: "That thing was moving." He recalled the weather conditions at his location as clear and moon lit.

A second individual who resided at the north end of Hill Lake stated that he stepped outside and saw an airplane come over a hill northeast of his home. The aircraft's flight path appeared to be northeast-to-southwest, passing slightly east of his location. He remarked that he thought the aircraft was "too low" and the pilot "better pull that thing up." He recalled weather conditions at his location as partly to mostly cloudy, with a fair amount of moonlight.

A third individual, located in Hill City at the time, reported seeing an aircraft similar to the accident aircraft fly over. He stated the airplane "seemed to be following the highway." He added, "If he'd been two blocks east, he'd have hit the water tower," estimating the aircraft's altitude as 100 feet agl. He noted the engine seemed to be at full throttle and that it "wasn't missing." "He was going fast," he added. He recalled weather conditions at his location as clear and cold.

A fourth individual, located about ½ mile south of the accident site, heard the aircraft fly over. He stated that it "sounded like the prop wasn't catching any air. It was just screaming." Approximately 3-4 seconds after the aircraft flew over, he stated that he heard what he considered to be the impact. He noted that as he was looking out his window, he saw a "fireball" up over the trees. He recalled the weather conditions at his location as clear, with a full moon.

Initial 9-1-1 calls were received by local authorities approximately 0640. The accident site was located at 0738 with the assistance of an emergency medical helicopter affiliated with a local hospital.

PERSONNEL INFORMATION

The pilot, age 47, held a private pilot certificate with an airplane single-engine land rating. He held a third class medical certificate issued on October 28, 2002, with a limitation of "Must wear corrective lenses."

The pilot's logbook was recovered at the scene. Some pages were damaged and partially unreadable. According to the logbook, he had logged 248.0 hours total time. Of these, 18.9 were in an SR-22. Except for 1.0 hour in a simulator, the remaining flights logged were in a Cessna 172 aircraft.

He had logged a total of 57.0 hours of instrument flight time and 19.0 hours of night flight time. Instrument and night flight time in the SR-22 totaled 0.3 and 2.3 hours, respectively.

According to Cirrus Design/University of North Dakota records, the pilot completed the SR-22 training course on December 12, 2002. The course consisted of 4 flights for a total of 12.5 hours of dual flight instruction and 5.3 hours of ground instruction.

The record indicates a ground lesson, which included "Brief on VFR into IMC procedures", was completed on the last day of the course. The flight lesson entitled "IFR Flight (Non-rated)" was not conducted.

A VFR-only completion certificate and High Performance aircraft endorsement were awarded on December 12th. The endorsement was limited to SR-22 aircraft only, according to the training record.

AIRCRAFT INFORMATION

The airplane involved in the accident was a 2002 Cirrus SR-22, S/N 0399. An airworthiness certificate was issued on November 26, 2002. The pilot took delivery of the aircraft on December 9, 2002. Total time on the airframe and engine at the time of the accident was 35.7 hours.

Maintenance logbook entries noted minor discrepancies were repaired after delivery. On December 5, 2002, an entry indicating removal, rebalancing and reinstallation of the left elevator was completed. According to Cirrus Design records, the item was related to the elevator tip being replaced due to some cosmetic defects noted on delivery. Cirrus Design procedures require rebalancing of the flight controls after repair or repainting.

Logbook entries also indicate an engine pre-heater was installed after delivery. This was completed on December 27, 2002, at 30.2 hours.

METEOROLOGICAL INFORMATION

Routine aviation weather reports (METAR's) for airports in the area on the morning of the accident were as follows:

Location: Grand Rapids (GPZ) -- 20 nautical miles north of the accident site;

Time: 0635;

Wind: 320 degrees magnetic at 17 knots, gusting to 22 knots;

Visibility: 7 statute miles;

Sky condition: Few clouds at 300 feet agl, broken clouds at 1,400 feet agl, and overcast

clouds at 2,700 feet agl;

Temperature: -16 degrees Celsius;

Dew point: -21 degrees Celsius;

Altimeter: 29.85 inches of mercury.

Location: Aitkin Municipal (AIT) -- 21 nautical miles south of the accident site;

Time: 0635;

Wind: 310 degrees magnetic at 9 knots, gusting to 17 knots;

Visibility: 10 statute miles;

Sky condition: Scattered clouds at 2,500 feet agl;

Temperature: -14 degrees Celsius;

Dew point: -17 degrees Celsius;

Altimeter: 29.88 inches of mercury.

Location: Brainerd Lakes Regional (BRD) -- 37 nautical miles south-southwest

of the accident site;

Time: 0636;

Wind: 310 degrees magnetic at 10 knots, gusting to 16 knots;

Visibility: 10 statute miles;

Sky condition: Broken clouds at 2,300 feet agl;

Temperature: -16 degrees Celsius;

Dew point: -19 degrees Celsius;

Altimeter: 29.91 inches of mercury.

AIRMETs for IFR conditions and turbulence were in effect at the time of the accident. AIRMET Sierra for occasional ceilings below 1,000 feet agl and/or visibilities below 3 statute miles in light snow showers and blowing snow was issued at 0245. IFR conditions along the GPZ-STC route of flight were expected to continue beyond 0900, ending around 1200.

AIRMET Tango for occasional moderate turbulence below 8,000 feet msl was issued at 0245, and was forecast to exist through 1500.

According to data obtained from the National Climactic Data Center, the winds aloft in the vicinity of Minneapolis (the closest reporting station to the accident site) at 0600 on January 18th were from 325 degrees magnetic at 31 knots, at an altitude of 914 meters (2,999 feet).

According to data published by the U.S. Naval Observatory, civil twilight in Grand Rapids, Minnesota, on the morning of the accident began at 0720. Sunrise was at 0754. A full moon occurred at 0448 that morning.

The Aeronautical Information Manual defines marginal VFR weather conditions as a ceiling of 1,000 to 3,000 feet and/or a visibility of 3 to 5 miles.

WRECKAGE AND IMPACT INFORMATION

The NTSB on-site investigation began on January 19, 2003, approximately 0900.

The location of the accident site was determined to be 46 degrees 53 minutes 28 seconds North latitude and 93 degrees 35 minutes 48 seconds West longitude by a global positioning system receiver.

The aircraft impacted into level wooded terrain. The site was located approximately 3/4 mile east of Minnesota Highway 169 and 1/4 mile south of 610th Street in Aitkin County. The surrounding area was sparsely populated and heavily wooded.

The entire debris path was approximately 500 feet long. It was oriented on a 280-degree magnetic heading.

Beginning at the initial tree strikes, the debris pattern observed was fan shaped. It measured a maximum width of approximately 40 feet over a distance of about 320 feet. The area continued to a distance of approximately 370 feet from the initial impact strikes and included the cabin area of the aircraft. The engine, with the hub and propeller attached, was found approximately 500 feet from the initial impact strikes, completely separated from the aircraft structure.

The angle formed by the tree strikes, from initial tree contact to terrain impact, was approximately 15 degrees (relative to the terrain).

The aircraft was fragmented. Wing and emp...