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NTSB Identification: NYC07FA037
14 CFR Part 91: General Aviation
Accident occurred Thursday, November 30, 2006 in Huntersville, NC
Aircraft: Cirrus SR-22, registration: N665CD
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected
when the final report has been completed.
On November 30, 2006, at 1944 eastern standard time, a Cirrus SR-22, N665CD, fractionally owned by private individuals
who delegated the management of the airplane to AirShares Elite, Inc., of Atlanta Georgia, was destroyed when it impacted
terrain while executing an instrument approach to Charlotte/Douglas International Airport (CLT), Charlotte, North Carolina.
The certificated private pilot was fatally injured. Night instrument meteorological conditions prevailed, and an instrument
flight rules (IFR) flight plan was filed. The personal flight, which originated from Dekalb-Peachtree (PDK), Atlanta, Georgia,
was conducted under 14 CFR Part 91.
According to preliminary radar data and air traffic control (ATC) information provided by the Federal Aviation Administration
(FAA), the airplane departed PDK approximately 1845, and maintained an altitude of 5,000 feet enroute. After arriving in the
CLT airspace, the pilot was cleared to descend to 3,000 feet and issued a vector which placed him on a downwind leg for the
ILS RWY 18R approach. He was then issued a heading of 090 degrees and cleared for the approach. Radar data indicated that
the airplane crossed through the final approach course for runway 18R and continued toward the final approach course for runway
18L. At that time, the air traffic controller alerted the pilot to his heading, and issued a heading of 230 degrees to rejoin
the final approach course. As the airplane maneuvered, it descended through an altitude of 2,200 feet, the controller issued
a "low altitude warning" and instructed the pilot to "climb and maintain 2,300 feet." During the following
20 seconds, the airplane climbed from 1,800 feet to 3,800 feet, and maneuvered from a heading of 180 degrees to an approximate
heading of 330 degrees. During this time, the airspeed decreased from 183 knots to 90 knots, until the final radar return
was observed at 1944, approximately 1/4 mile from the accident site.
A witness, whose home was approximately 9 miles from CLT, was familiar with the flight path and aircraft sounds operating
into and out of the airport. In a written statement, the witness reported hearing an airplane with a "very high pitch"
engine sound, flying in a northeast direction, around 1940. The witness noted that the airplane would have been crossing the
arrival path for runway 18R/L, which was different than the other aircraft he observed flying on a southerly heading toward
runway 18R/L. The witness stated that the sound seemed to "phase in and out," and sounded as if the airplane was
climbing and heading away from the airport. The witness stated that the sound seemed to dissipate, and then he heard the engine
"whine" again, as if the airplane was turning right toward the airport. At this point, the witness thought the airplane
was headed toward CLT, and approximately 15-20 seconds later, the engine again "wound up to a very high pitch" and
it sounded as if the airplane "banked sharply, and began to nose dive." The witness heard the airplane impact the
ground about 4 seconds later.
The airplane impacted trees in a heavily wooded area, and was consumed by a post-crash fire. The accident site was located
approximately 10 miles from the approach end of runway 18R, at an elevation of 758 feet. The engine, propeller, and a portion
of the main wreckage came to rest, in an impact crater approximately 2 feet deep, at the base of a 45-foot tall tree. A propeller
slash mark was noted in the tree trunk, approximately 15 feet from the top of the tree.
The wreckage path was oriented on a heading of 080 degrees and extended approximately 100 feet from the base of the tree.
Located along the wreckage path were fragmented portions of all of the airplane's components and flight control surfaces.
Flight control continuity could not be confirmed to the flight control surfaces, due to impact damage; however, all flight
control cables were accounted for and the cable ends were broomstrawed. A measurement of the flap actuator revealed the flaps
were in the retracted position.
Examination of the Cirrus Airframe Parachute System (CAPS) revealed the rocket motor was separated from the launch tube,
and the rocket buried itself in the ground. The parachute remained in its packed state, separated from its attachment hardware.
Examination of additional fragmented sections of the airplane structure, which surrounded the rocket, displayed evidence consistent
with an impact sequence deployment.
The engine was removed from the accident site and completely disassembled. The number 2 cylinder was separated from the
engine. The number 1, 3, and 5 cylinders remained attached to the engine, but displayed impact damage. The number 4 cylinder
was separated from the barrel, and the number 6 cylinder was separated from the crankcase. A torsional break was noted at
the propeller flange, and no pre-impact mechanical anomalies were noted with the crankshaft or engine.
All of the engine accessories were separated from the engine. Both magnetos were impact and fire damaged and could not
be tested for spark. The fuel pump was separated and the drive coupling was not located. The fuel manifold was separated and
the diaphragm, screen, and spring were not located.
The propeller separated from the engine, and one blade of the three-blade propeller separated from the propeller hub.
Examination of all three propeller blades revealed S-bending and chordwise scratches.
Examination of the airframe and engine logbooks revealed that the most recent 100-hour inspection was completed on November
22, 2006, with no anomalies noted. The airplane flew 13 hours since the inspection.
The pilot/owner held a private pilot certificate with ratings for airplane single-engine land, multiengine land, and instrument
airplane. His most recent FAA third-class medical was issued on October 13, 2005, at which time he reported 1,600 hours of
total flight experience.
Weather reported at CLT, at 1952, included wind from 170 degrees at 13 knots, 10 miles visibility, overcast clouds at
800 feet, temperature 66 degrees Fahrenheit, dew point 62 degrees Fahrenheit, and an altimeter setting of 30.10 inches of
mercury.
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