ASN Wikibase Occurrence # 282311
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| Date: | Thursday 1 September 2022 |
| Time: | 17:07 |
| Type: |  Cirrus SR22 G6 |
| Owner/operator: | Private |
| Registration: | N420SS |
| MSN: | 8750 |
| Year of manufacture: | 2022 |
| Total airframe hrs: | 20 hours |
| Fatalities: | Fatalities: 1 / Occupants: 3 |
| Aircraft damage: | Substantial |
| Category: | Accident |
| Location: | near David Wayne Hooks Memorial Airport (DWH/KDWH), Houston, TX -
 United States of America
|
| Phase: | Approach |
| Nature: | Private |
| Departure airport: | Monroe Regional Airport, LA (MLU/KMLU) |
| Houston-David Wayne Hooks Airport, TX (DWH/KDWH) | |
| Investigating agency: | NTSB |
| Confidence Rating: |  Information verified through data from accident investigation authorities |
On September 1, 2022, about 1707 central daylight time, a Cirrus Aircraft SR22 airplane, N420SS, was substantially damaged when it was involved in an accident near Tomball, Texas. The flight instructor was fatally injured; the pilot and passenger sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.
Earlier in the week, on August 29, 2022, the pilot accepted delivery of his factory-new Cirrus SR22 airplane at the Cirrus Aircraft Vision Center located at the McGhee Tyson Airport (TYS), near Knoxville, Tennessee. He had no previous pilot flying experience in a Cirrus airplane besides a demonstration flight that he completed a couple of years before he purchased his airplane. The pilot was scheduled to receive flight training from a Cirrus Aircraft flight instructor after he accepted delivery of his airplane.
The first flight in his airplane consisted of a takeoff, traffic pattern, and landing. No flight instruction was provided during this initial 10-15 minute delivery flight. After the initial flight, a Cirrus Aircraft flight instructor was assigned to complete the pilot’s transition training in his new airplane. The first task completed was simulator training on how to use the Cirrus Airframe Parachute System (CAPS), which was followed by training on the Perspective+ system using a tabletop simulator.
On August 30, 2022, the pilot began flight training in his airplane with the Cirrus Aircraft flight instructor. The pilot stated that nothing was “normal” with the flights because the airplane had to be flown at 150 knots in the airspace with the engine operating at or above 75% power because it was being broken in. The flight instructor asked what the pilot wanted to accomplish during his flight training, and the pilot told the flight instructor that he needed to learn how to fly instrument approaches and to make takeoff and landings in the airplane. The pilot believed it was odd that the flight instructor did not provide more feedback on how to fly the airplane, such as providing the different airspeeds to be flown during the different phases of flight.
On August 31, 2022, the weather at TYS was windy, so the pilot asked his flight instructor if they could fly to an uncontrolled airport where they could work on flying the airplane in the traffic pattern and conduct takeoff and landings. It was during this flight that the flight instructor first provided the reference airspeeds for downwind, base, and final approach. The pilot stated that he placed a note with the reference airspeeds on the cockpit dashboard.
The pilot stated that between Wednesday evening and early Thursday morning he woke up shivering and sweating. On the morning of September 1, 2022, the pilot told his flight instructor that he did not feel well, and the decision was made to fly to the pilot’s homebase located at David Wayne Hooks Memorial Airport (DWH), Spring, Texas. The pilot explained that if he felt better on Friday, they would continue his transition flight training in the Houston area on Friday and possibly on Saturday. The flight instructor had not planned on flying to DWH and, as such, he had to reschedule some other work obligations and kennel his dog for at least one night.
The first flight leg was supposed to be from TYS to Alexandria International Airport (AEX), Alexandria, Louisiana. However, due to adverse weather that impacted their intended route, the flight diverted to Monroe Regional Airport (MLU), Monroe, Louisiana. The pilot stated that the flight instructor fell asleep for a portion of the flight from TYS to MLU. The pilot stated that he flew most of the flight using the autopilot, making necessary heading changes using the heading bug on the primary flight display (PFD).
The pilot stated the airplane was topped-off with fuel after landing at MLU and that they were on the ground for about 30-45 minutes, during which the pilot and the passenger each drank a cup of coffee, and the flight instructor drank a soda.
The pilot stated that shortly after they departed MLU, about 10 minutes into the flight, the flight instructor told him that he needed to urinate. The pilot offered the flight instructor one of his “Little John” pilot urinals, but the flight instructor declined to use the urinal. The pilot stated that the flight instructor appeared to be in discomfort, shifting around in his seat and grimacing, for the remainder of the flight and did not speak much or provide any feedback until they got closer to DWH.
The pilot stated that during most of the flight from MLU to DWH he used the autopilot and made ATC assigned turns with the heading bug on the PFD. They were flying on an instrument flight rules (IFR) flight plan, and ATC issued several vectors to keep the airplane clear from areas of adverse weather.
As the flight approached DWH, the pilot listened to the Automatic Terminal Information Service (ATIS) broadcast and selected the RNAV runway 17R approach at DWH using the Perspective+ system, but he was unsure if he activated the approach.
While the flight tracked north toward Conroe, Texas, the ATC controller asked if they wanted the full RNAV runway 17R approach or the visual approach to runway 17R. The flight instructor replied to the ATC controller that he wanted the visual approach to runway 17R. The pilot told his flight instructor that he had never flown a visual approach before and asked how to use the Perspective+ system during this type of approach. The flight instructor then showed the pilot how to “scroll-down” on the Perspective+ display to see data associated with a visual approach. The ATC controller issued a heading to intercept the final approach course to runway 17R at DWH, cleared the flight for the visual approach, and told the pilots to contact the DWH tower controller.
The pilot stated that he saw the runway and its associated precision approach path indicators (PAPI) lights after the airplane turned onto the final approach course and that the airplane appeared to be on a proper descent path to the runway. The airplane’s airspeed began to decrease as the flight continued toward the runway, and the flight instructor told him to “give it some throttle” to increase airspeed. The pilot increased the throttle but noted that he did not hear the engine “roar” with power. The flight instructor stated “My airplane” or “I’ve got the controls” shortly after the pilot increased the throttle. The pilot estimated about 10 seconds transpired between his increase of throttle and when the flight instructor took control of the airplane.
The pilot stated that after the flight instructor took control of the airplane, the airplane descended below the proper glidepath and he could no longer not see the PAPI system or the runway. The pilot stated that in the moments before the accident the flight instructor rolled the airplane into a left-wing-down attitude, likely trying to maneuver the airplane into a clearing left of the airplane’s position. The airplane impacted several trees before it came to rest in a wooded mobile home neighborhood.
When asked, the pilot did not recall completing the prelanding checklist but stated that he believed it would have been something that would have been completed before the accident. Additionally, he could not specifically recall individual positions of the throttle, mixture, fuel selector, and magneto ignition switch before the accident. The pilot stated that he believed the autopilot was still on when the flight instructor took control of the airplane.
The pilot stated that the flight instructor did not ask him to verify control positions or troubleshoot anything in the moments before the accident, nor did they discuss any anomalies with the airplane or if they should deploy the CAPS. The pilot stated that he believed the engine was operating at the time of the accident, but thought it was odd that he did not hear the engine “roar” with power after he increased the throttle.
The airplane was equipped with a recoverable data module (RDM) that was downloaded while onsite. The recovered data indicated that there was a sudden and total loss of fuel flow about 1 minute before the accident, as shown in figure 1. The airplane’s altitude, airspeed, and vertical speed for the same time is depicted in figure 2.
The accident site was in a wooded mobile home neighborhood about 0.88 miles north (352° true) of the runway 17R displaced threshold. The accident site was about 0.68 miles from the runway 17R threshold. The initial impact point was a grouping of 60-75-foot-tall pine trees. There were 3 pine trees knocked over by the airplane during the accident. There were numerous tree branches scattered along the wreckage debris path and amongst the main wreckage. The CAPS rocket motor had deployed upon impact, with the deployment bag and canopy found suspended in the surrounding trees. The parachute enclosure cover separated from the aft cabin and was found near the main wreckage. The canopy had not inflated during deployment and was found stretched-out on a linear trajectory into the surrounding treetops.
The main wreckage consisted of the main cabin, left wing, aft fuselage, empennage, engine, and propeller. The right wing separated from the fuselage at the wing root and was found on the opposite side yard of the mobile home structure. The left aileron was found adjacent to the right wing. All remaining flight controls (right aileron, right flap, left flap, elevator, and rudder) remained attached to their respective support hinges.
Flight control continuity for the elevator, rudder, and aileron could not be established due to impact damage; however, the observed cable separations were consistent with overstress. The roll and pitch trim motors were found in neutral trim positions. The flap selector was found in the up position. The wing flap actuator jack screws were found fully extended, which was consistent with fully retracted flaps.
Before wreckage recovery, the throttle and mixture controls were found in the full forward position. The 3-position fuel boost switch was in the off position. The engine starter/ignition key switch was positioned to the left magneto. The fuel selector handle was found positioned to the left fuel tank. An examination of the fuel selector confirmed the valve was positioned to the left fuel tank. There was a strong odor of 100-low lead aviation fuel at the accident site. Neither fuel tank contained any measurable amount of fuel; however, based on Cirrus RDM data there was ample fuel available in both fuel tanks at impact. All fuel supply and return lines were fractured near their respective wing roots.
The fuel system was examined from each wing tank to the engine fuel injector lines. There was no evidence of any preimpact restrictions or debris in the fuel system. The fuel tanks were clean and without any notable debris. The fuel filter assembly screen was clean and free of debris. All fittings were checked for tightness and torque stripe paint. The inlet fuel fitting to the electric boost pump was found separated. There was impact related damage to the lower right engine compartment near the electric boost pump. Blue fuel staining was observed on the interior and exterior surfaces of the inlet fuel fitting. The inlet fuel fitting and fuel supply line were submitted to the NTSB Materials Laboratory for additional examination.
The electric boost pump functioned when connected to the airplane’s 28-volt battery. There was a small amount of clean 100 low-lead aviation fuel drained from the fuel line to the inlet side of the engine-driven fuel pump, and from within the engine-driven fuel pump. The engine-driven fuel pump drive coupling was intact, and the engine-driven fuel pump functioned when tested.
The fuel line between the engine-driven fuel pump and the fuel flow transducer contained a small amount of clean 100-low lead aviation fuel. The fuel transducer was clear of any debris and air passed freely through the assembly. The fuel lines downstream of the fuel transducer contained clean 100 low-lead aviation fuel.
The engine remained attached to its engine mount and the firewall. There was mechanical continuity between the throttle and mixture controls to their respective engine components. Internal engine and valve train continuity were confirmed as the crankshaft was rotated through the propeller. Compression and suction were noted on all six cylinders in conjunction with crankshaft rotation. The upper spark plugs were removed and exhibited features consistent with normal engine operation. A borescope inspection of each cylinder did not reveal any anomalies with the cylinders, pistons, valves, valve seats, or lower spark plugs. Both magnetos remained attached to their engine installation points and provided spark on all ignition leads in conjunction with crankshaft rotation. Compressed air was applied to the fuel line downstream of the fuel flow transducer to test the fuel manifold. The shop air discharged fuel and air from all 6 fuel injector lines.
The airplane wreckage was retained for additional examination.
Sources:
https://www.click2houston.com/news/local/2022/09/01/3-transported-to-hospital-after-small-plane-crashes-in-northwest-harris-county-officials-say/
https://snbc13.com/texas-hooks-memorial-airport-plane-crash-today-2-injured-in-houston-crash/
https://springhappenings.com/breaking-news-plane-crashes-in-mobile-home-park-along-sh-99/
NTSB
https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N420SS
https://globe.adsbexchange.com/?icao=a4fd40&lat=30.086&lon=-95.556&zoom=14.0&showTrace=2022-09-01&leg=1
https://flightaware.com/live/flight/N420SS/history/20220901/2015Z/KMLU/KDWH
http://warranty.cirrusaircraft.com/statusLookup/warrantyLookup.aspx (enter mod# SR22, Ser# 8750)
Location
Media:
DPS Troopers and @HCSOTexas are at the scene of the plane crash at 8500 Monterrey Pine Place in Tomball.
— TxDPS - Southeast Texas Region (@TxDPSSoutheast) September 1, 2022
Three passengers in the plane have been transported for treatment.
PIO will brief the media at the scene this evening. #hounews pic.twitter.com/qAifGJFUNG
Revision history:
| Date/time | Contributor | Updates |
|---|---|---|
| 01-Sep-2022 23:24 | Geno | Added |
| 02-Sep-2022 01:33 | RobertMB | Updated [Time, Aircraft type, Registration, Cn, Operator, Total fatalities, Total occupants, Other fatalities, Location, Phase, Nature, Departure airport, Destination airport, Source, Embed code, Damage, Narrative] |
| 02-Sep-2022 01:39 | RobertMB | Updated [Departure airport, Embed code, Narrative] |
| 02-Sep-2022 05:57 | gerard57 | Updated [Total fatalities, Narrative] |
| 02-Sep-2022 06:39 | harro | Updated [Aircraft type, Registration, Cn, Operator, Departure airport, Source, Narrative] |
| 02-Sep-2022 06:46 | harro | Updated [Departure airport, Narrative] |
| 02-Sep-2022 06:48 | harro | Updated [Time, Narrative] |
| 02-Sep-2022 06:55 | RobertMB | Updated [Time, Aircraft type, Operator, Narrative] |
| 02-Sep-2022 07:21 | RobertMB | Updated [Time, Narrative] |
| 02-Sep-2022 14:59 | johnwg | Updated [Time, Source, Narrative, Category] |
| 02-Sep-2022 15:05 | johnwg | Updated [Source] |
| 23-Sep-2022 22:28 | Captain Adam | Updated [Time, Location, Source, Damage, Narrative] |
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