N450TX

HISTORY OF FLIGHTOn January 4, 2014 about 1735 eastern standard time, a Cirrus SR22, N450TX, was substantially damaged after the pilot deployed the Cirrus Airplane Parachute System (CAPS) and impacted a motor vehicle and then terrain in Buckhannon, West Virginia. The private pilot received minor injuries. The driver of the motor vehicle was not injured. The flight departed from Donegal Springs Airpark (N71) Marietta, Pennsylvania, about 1405, destined for Upshur County Regional Airport (W22), Buckhannon, West Virginia. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, conducted under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91.

According to the pilot, he departed N71, around 1405. About 10 miles from W22, the pilot called in on the UNICOM frequency, and verified the weather conditions. He was advised that there was no aircraft in the traffic pattern, so he opted for a straight in approach to runway 29.

About 5 miles from touchdown, he was at an approach speed of approximately 100 knots indicated airspeed. He performed his prelanding checklist. Both fuel tanks had approximately 25 gallons of fuel in them and he verified that the fuel selector was on fullest tank. He verified that the fuel boost pump was on, lowered the wing flaps to 50 percent, and set the mixture to about 60 percent. He then made a final approach call around 4 miles from touchdown, and verified the airport conditions on UNICOM once again.

Approximately 3 miles from the threshold of runway 29, at 400 to 500 feet above ground level, he increased throttle to compensate for the normal airspeed loss on final approach. To his surprise, nothing happened. He was expecting to hear a pitch change, feel a subtle change in vibration, and see his airspeed stabilize but, none of those events occurred.

He "moved his hand in a manner to manipulate both throttle and mixture at the same time" and increased both to maximum. Again, no response in engine noise, vibration, or gain in airspeed occurred.

The indicated airspeed had now decayed to below 80 knots. Knowing that he was just at, or just below, the published minimums for the Cirrus Airframe Parachute System (CAPS), he deployed it by pulling the red "T" handle with his right hand while maintaining control of the airplane with his left hand. He then transmitted a "Mayday" call over the radio. After the CAPS deployed, he tightened his restraint prior to impact. After impact he shut down the airplane's systems, and exited the airplane. PERSONNEL INFORMATIONAccording to Federal Aviation Administration and pilot records, the pilot held a private pilot certificate with ratings for airplane single-engine land, and instrument airplane. His most recent FAA third-class medical certificate was issued on May 5, 2012. He reported 544 hours of total flight experience of which 501 were in the accident airplane make and model. AIRCRAFT INFORMATIONAccording to FAA and airplane maintenance records, the airplane was manufactured in 2004 and was certificated in the "NORMAL" category. The airplane's most recent annual inspection was completed on February 20, 2013. At the time of the accident, the airplane had accrued 979 total hours of operation. METEOROLOGICAL INFORMATIONThe recorded weather at W22 at 1735, included: winds calm, 10 miles visibility, clear, temperature 04 degrees C, dew point -15 degrees C, and an altimeter setting of 30.10 inches of mercury. AIRPORT INFORMATIONAccording to FAA and airplane maintenance records, the airplane was manufactured in 2004 and was certificated in the "NORMAL" category. The airplane's most recent annual inspection was completed on February 20, 2013. At the time of the accident, the airplane had accrued 979 total hours of operation. WRECKAGE AND IMPACT INFORMATIONAccident Site

Examination of the accident site revealed that after the CAPS deployment, the airplane first struck a pickup truck that was traveling on a roadway, then terrain, with the canopy of the parachute coming to rest on top of three vehicles at an automobile dealership. Fuel from the airplane was observed to be present on the surface of the roadway.

Airplane Examination

Examination of the airplane revealed that it had sustained substantial damage during the impact sequence after the CAPS deployment prior to coming to rest.

Impact damage was visible on the left wing leading edge, ahead of the Pitot tube mounting location which had exposed the composite skin underneath the paint. This exposed section of skin continued aft on the bottom surface of the wing to the trailing edge. A portion of the Pitot tube near this exposed section had also been separated from its mounting location. The left wing lower skin also exhibited impact damage directly above the left main landing gear where the left main landing gear had penetrated the bottom of the left wing and left main fuel tank.

The nose landing gear had separated from the airplane, and two of the blades on the four-bladed propeller were bent back. Both the left and right wing flaps had remained attached to their mounting locations, with the right wing flap being bent back on the outboard portion, and the left wing flap also displaying impact damage. The fuselage was damaged from the CAPS deployment and displayed peeling of a composite strip layer (as designed) on both sides of the fuselage.

Further examination of the airplane revealed that the wing flaps were in the 100 percent (full extension) position, the ignition switch was in the "BOTH" position, the fuel pump was on "BOOST," the power lever was in the "MAX" position, and the mixture control was found to be in a position approximately 2 inches forward of the idle "CUTOFF" position. ADDITIONAL INFORMATIONSafety Improvements

In order to improve safety, Cirrus aircraft began the process of adding expanded mixture management procedures to the pilot operating handbooks for the SR20, SR22, and SR22T, for use by pilots. This guidance has and will be added upon the revision update of each POH.

. FLIGHT RECORDERSThe accident airplane did not have a flight recorder installed nor was one required to be installed under the applicable CFRs. It did however have data recording capability incorporated in the Primary Flight Display and Multi-Function Display.

The Primary Flight Display (PFD)

The PFD unit included a solid state Air Data and Attitude Heading Reference System (ADAHRS) and displayed aircraft parameter data including altitude, airspeed, attitude, vertical speed, and heading. The PFD unit had external pitot/static inputs for altitude, airspeed, and vertical speed information. The PFD contained two flash memory devices mounted on a riser card. The flash memory stored information the PFD unit used to generate the various PFD displays. Additionally, the PFD had a data logging function, which was used by the manufacturer for maintenance and diagnostics. Maintenance and diagnostic information recording consisted of system information, event data and flight data.

The PFD exhibited damage to the lower left control knob but was otherwise undamaged. The damage to the lower left control knob did not permit the NTSB to make selections within the PFD's internal menu when powered on. The PFD was therefore dismantled and the unit's data card was removed and installed in a surrogate unit. The surrogate unit functioned normally with the installed data card and the data was downloaded using an NTSB laboratory procedure.

The PFD recording contained records of 25 power cycles. The accident flight was associated with the 22nd power cycle. The duration of the 22nd power cycle was approximately 2 hours and 38 minutes. Timing of the PFD data was measured in seconds from power-on.

The Multi-Function Display (MFD)

The MFD unit was able to display the pilot checklist, terrain/map information, approach chart information and other aircraft/operational information depending on the specific configuration and options that were installed. One of the options available was a display of comprehensive engine monitoring and performance data.

The MFD contained a compact flash (CF) memory card located in a slot on the side of the unit. This memory card contained all of the software that the MFD needed to operate. Additionally, this card contained all of the checklist, approach charts, and map information that the unit would use to generate the various cockpit displays.

During operation, the MFD display received information from several other units that were installed on the aircraft. Specifically, the MFD received GPS position, time and track data from the aircraft's GPS receiver. The MFD also received information from the aircraft concerning altitude, engine and electrical system parameters, and outside air temperature. This data was also stored on the unit's CF memory card.

The MFD CF card contained 105 data files. One data file was identified as recorded during the incident flight. The data file was approximately 2 hours and 38 minutes in duration.

Review of PFD and MFD Data

The recorded data began at 14:56 and ended at 17:41. Data showed that the airplane performed a normal takeoff and climb. The airplane then entered a slower than normal cruise flight for the first portion of the recording. During the first portion of the cruise flight, between 15:24 and 15:59, the engine was at a low power setting with the recording showing an average of around 2,000 rpm.

Around 15:59, the airplane began a series of high performance 360 degree turns. During this time the pilot utilized various higher power settings which resulted in higher rpm recordings. The pilot performed eight 360 degree turns. During the eight 360 degree turns, recorded vertical acceleration showed an average of about 2 Gs during most maneuvers. During the sixth and seventh 360 degree turns, the airplane reached about 70 degrees of bank angle. During the eighth 360 degree turn, vertical acceleration was recorde...