N847C

HISTORY OF FLIGHT

On April 4, 2011, about 1158 eastern daylight time, a Cirrus Aircraft Corporation SR22, N847C, sustained substantial damage on impact with terrain during landing on runway 27L (8,414 feet by 150 feet, asphalt) at the South Bend Regional Airport (SBN), near South Bend, Indiana. The private pilot, the sole occupant, sustained serious injuries and was transported to a hospital. The pilot subsequently died from the injuries that he sustained. The airplane was registered to Canoecouple Inc. and was operated as a rental airplane by Windy City Flyers, Inc., under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual flight rules conditions prevailed for the flight, which operated on an activated instrument flight rules flight plan. The flight originated from the Chicago Executive Airport (PWK), near Wheeling, Illinois, about 1106, and was destined for SBN.

Prior to the accident, as the pilot flying N847C approached SBN, he contacted the approach controller who issued N847C the current weather at SBN, which included the winds that were “3-0-0 at 1-5” and “gusts to 2-4.” After the weather brief, the pilot responded, “Roger.” The pilot was then vectored for and was cleared to conduct the instrument landing system runway 27L approach. The pilot changed to the tower frequency and the tower controller issued updated wind information and a landing clearance to land on runway 27L. The pilot did not ask for any further wind updates and the tower did not issue any prior to the airplane impacting terrain.

About 1158, a witness, who worked at SBN, saw an airplane landing. He indicated that the airplane was being “bounced around” by wind gusts. He reported that the airplane “stalled and rolled to the left.” The airplane’s left wing impacted terrain first and then the airplane cartwheeled one-half turn.

Another witness, who worked at a fixed base operator at SBN, stated that he heard the accident airplane go to “full” power and he looked out the line office window. The airplane was in a 15 to 30 degree left bank and it had a nose-down attitude. The airplane then impacted the ground and a puff of smoke was observed.

PERSONNEL INFORMATION

The pilot held a Federal Aviation Administration (FAA) private pilot certificate with an airplane single-engine land, single-engine sea, and instrument ratings. He had been issued a FAA third-class medical certificate on June 2, 2009, with a limitation for corrective lenses. The pilot reported on the application for that medical certificate that he had accumulated 217.8 hours of total flight time and 45.8 hours of flight time in the six months prior to that application.

A copy of excerpts from the pilot’s logbook indicated the pilot’s last entry in his logbook was dated March 15, 2011. The pilot recorded that he had accumulated 372.1 hours of total flight time, 16.5 hours of flight time in the 90 days prior to the accident, and 5.7 hours of flight time in the 30 days prior to the accident. The pilot’s logbook showed that the pilot received 259.4 hours of dual instruction. The logbook had a certified flight instructor’s (CFI) endorsement for a flight review and an endorsement for an instrument proficiency check, which were both dated March 15, 2011.

According to a recovered certificate, also dated March 15, 2011 and endorsed by the CFI as an "Authorized Cirrus Aircraft Instructor," showed that the pilot completed the course requirements for Advanced Transition Training. The CFI was employed by the airplane operator.

AIRCRAFT INFORMATION

N847C, a 2007 model Cirrus Aircraft Corporation SR22, serial number 3218, was a four-place single engine low-wing airplane powered by a six-cylinder, 310-horsepower, Teledyne Continental Motors model IO-550-N51 engine, with serial number 691913, that drove a three-bladed Hartzell constant speed propeller. The airplane's airworthiness certificate was issued on August 21, 2008. The Cirrus Aircraft Corporation SR22 was certified under Part 23.

The airplane owner flew the airplane the day before the accident. The owner, in part, stated:

I flew Cirrus N847C from Georgetown, TX (KGTU) to Chicago Executive

(KPWK) via Houston, MO (M48) on April 3, 2011. The vent fan was

placarded as INOP. Other than a greatly reduced volume of fresh air

into the cabin, the airplane functioned as expected during all phases of

flight.

An airplane logbook entry showed that on March 22, 2011, a mechanic removed the blower, sent it for repairs, and updated the airplane’s weight and balance to reflect the blower removal. Airplane logbook entries showed that last airplane annual inspection was completed on August 6, 2010, and a 100-hour inspection was completed on December 15, 2010. The airplane accumulated 556.9 hours of total flight time as of the annual inspection and 654.5 hours of total flight time at the 100-hour inspection.

The airplane was equipped with a Garmin Primary Flight Display (PFD) and a Multi-Function Display (MFD) for the pilot’s flight instruments. Integrated avionics units, located behind the MFD and instrument panel, functioned as the main communication hub, linking all integrated avionics system components with the PFD. A secure data (SD) card, when inserted in the top SD card slot of the MFD, can have the MFD log flight data on the SD card at 1 Hertz, generating a text file for each power cycle.

The accident airplane was also equipped with a Recoverable Data Module (RDM), which was a crash-hardened flight recording device installed in the tail of the aircraft and it recorded flight and aircraft information. The RDM recorded data at 1 Hz. The RDM was designed to record airplane performance, configuration data, and navigation data to include the flight's groundspeed and global positioning system track.

The Cirrus Aircraft Corporation SR22 airplane maintenance manual (AMM), in part, stated:

The Aircraft Data Logger (ADL) consists of the RDM. The RDM, located in

the shear web of the aft vertical spar in front of the rudder, receives

airplane data from the primary GIA 63W integrated avionics unit. The ADL

system is powered by 28 VDC through the 2-amp STALL WARNING circuit

breaker on the Essential Bus 2 and the 3-amp FUEL QTY circuit breaker on

the Main Bus 1. ...

(2) Operational Tests - Aircraft Data Logger System ...

(a) Set BAT 1 switch to ON position.

(b) Open center armrest console and remove glove box trim to access

diagnostic LED [light emitting diode]. ...

(c) Verify diagnostic LED indicates normal operation with several

0.03 flashes once per second. If diagnostic LED does not indicate normal

operation, refer to the following troubleshooting table. ...

(d) Install glove box trim. ...

(e) Set BAT 1 switch to OFF position.

The AMM required an annual operational test of the ADL system.

Cirrus Aircraft Corporation initially issued service bulletin (SB) 2X-31-05 R2 on April 16, 2009 and issued a revised version on August 27, 2009. SB 2X-31-05 R2, in part, stated:

PURPOSE

Cirrus Design recently discovered a condition on aircraft with Perspective

Avionics where the Aircraft Data Logger (ADL) fails to store data correctly.

Upon investigation, it was determined that the condition is caused by the

Recoverable Data Module (RDM) internal software. To correct this

condition, the affected RDM must be replaced with an RDM with

improved software.

N847C had a RDM with improved software installed on September 10, 2009. Additionally, at the airplane’s last annual inspection, the required inspection of the ADL system, indicated that the RDM was operational.

The airplane's flight manual indicated that the airplane's maximum demonstrated crosswind component was 20 knots.

METEOROLOGICAL INFORMATION

At 1154, the recorded weather at SBN was: Wind 310 degrees at 16 knots gusting to 24 knots; visibility 7 statute miles; sky condition overcast 1,500 feet; temperature 7 degrees C; dew point 4 degrees C; altimeter 29.41 inches of mercury.

AIRPORT INFORMATION

SBN was a public, towered airport, owned by the St Joseph County Airport Authority, located 3 miles northwest of South Bend, Indiana, at a surveyed elevation of 799 feet above mean sea level. The airport featured three runways, Runway 9R/27L, 18/36, and 9L/27R with asphalt surfaces. The airport listed 118.9 megahertz as its common traffic advisory frequency and reported that it meets the fire and rescue requirements of aircraft rescue and fire fighting index B. Runway 27L had a four-light precision approach path indicator (PAPI) on located on the left side of the runway and that PAPI provided a 3.00 degree glide path. Runway 27L obstruction remarks listed a 36-foot tree, located 1,741 feet from the runway, and 588 feet right of centerline, which indicated a 42:1 slope to clear that obstruction.

FLIGHT RECORDERS

The airplane's RDM was manufactured by Heads Up Technologies Inc. The module was installed in the airplane's empennage. The unit was designed to record airplane performance, configuration data, and navigation data to include the flight's groundspeed and global positioning system track. The flight's data was stored on flash memory chips within the module.

WRECKAGE AND IMPACT INFORMATION

The wreckage and on-scene ground scars were examined and documented by FAA inspectors. Some of the ground scars, consistent propeller slashes, were observed along the path that the airplane took prior to coming to rest in the grass south of runway 27L. The wreckage was located approximately 2,500 feet from the runway’s approach end and a approximately 200 feet south of the its centerline. A safety representative from the airplane manufacturer assisted the FAA inspectors with the examination. Flight control continuity was established and no preimapct anomalies were detected during the postaccident examination of the wreckage. The cockpit avionics display units sustained damage. The display units’ recovered SD cards and the airpla...