ERA15LA062

The pilot’s improper decision to descend the airplane at an airspeed greater than the published best glide speed following an erroneous oil pressure indication, which resulted in an off-airport landing. Contributing to the erroneous oil pressure indication was the faulty oil pressure transducer. Contributing to the severity of the accident was the pilot’s late deployment of the ballistic parachute system.

The private pilot was conducting a personal cross-country flight with three passengers on board. The pilot reported that, during the preflight inspection, he checked the quantity of engine oil and verified that there was an adequate supply of engine oil on board. During cruise flight, about 9,000 ft mean sea level (msl), the oil pressure indication decreased to 0, which resulted in both audible and visual warnings. The engine power then reduced to idle, and the pilot's attempts to restore engine power by moving the throttle were not successful. The pilot subsequently diverted to a nearby airport about 7.5 nautical miles (nm) away. He stated that he descended the airplane slightly faster than the published best glide airspeed. When the airplane was at 800 ft msl and he realized it would not be able to land at the intended runway, he deployed the ballistic parachute. The airplane descended under the canopy, hit trees, descended to the ground, and then came to rest about 3/4 nm from the approach end of the intended runway. A postaccident examination and test run of the engine revealed no evidence of preimpact mechanical failures or malfunctions. Further, normal engine oil pressure was noted during the engine run; however, subsequent examination of the oil pressure transducer revealed that it was faulty and would have resulted in an erroneous oil pressure indication, as reported by the pilot. Further, although the pilot indicated that the engine lost power following the loss of oil pressure indication, which was supported by data downloaded from the onboard recording devices that showed decreased readings for fuel flow, exhaust gas temperature, and cylinder head temperature, the loss of engine power was consistent with the pilot's operation of the engine controls not with a mechanical malfunction or failure of the engine. Although the pilot reported that he descended the airplane slightly above the published best glide speed after first locating the alternate airport, the recorded data indicated that he descended at an indicated airspeed far greater than the published best glide speed for the majority of the descent. If the pilot had slowed to and maintained the published best glide speed either at the time of the first abnormal indication or after first locating the alternate airport, it is likely that the airplane would have been able to reach the intended runway and land successfully. Further, although the pilot reported that he deployed the parachute at 800 ft msl, it was actually deployed when the airplane was at 453 ft msl, or about 340 ft above ground level (agl), excluding the treetop heights. Although the successful deployment of the parachute has been demonstrated at less than 400 ft agl, the low-altitude deployment likely contributed to the severity of the accident by not allowing the parachute to fully deploy and adequately decelerate the airplane into an approximately level attitude.

On November 28, 2014, about 1158 eastern standard time, a Cirrus Design Corporation SR22T, N227RR, descended under the canopy of the Cirrus Airframe Parachute System (CAPS) and landed into a wooded area near Hampton-Varnville Airport (3J0), Hampton, South Carolina. The private pilot and two passengers sustained minor injuries, while one passenger sustained serious injuries. The airplane was substantially damaged. The airplane was registered to and operated by Header Bug LLC, under the provisions of 14 Code of Federal Regulations (CFR) Part 91 as a personal flight. Visual meteorological conditions prevailed at the time and an instrument flight rules flight plan was filed. The flight originated from Sarasota/Bradenton International Airport (SRQ), Sarasota, Florida, about 0933, and was destined for Orangeburg Municipal Airport (OGB), Orangeburg, South Carolina. The pilot stated that after arrival at SRQ, the airplane was removed from the hangar and, as part of his preflight inspection, he checked the quantity of engine oil, which was indicating 8 quarts, or full. After engine start, he taxied to the run-up area, and while there performed an engine run-up using the checklist. It included a check of the magnetos at 1,700 rpm, and a check of the load on the alternators. When the checklist was completed he obtained his IFR clearance, and departed from runway 04. After takeoff the flight proceeded towards the destination airport while remaining in contact with air traffic control. About 3 minutes after last checking the engine parameters, noting all engine parameters (specifically, oil temperature, oil pressure, and CHT) were in the green, or at 1153:02, the oil pressure indication first began to decrease from the steady state reading. The oil pressure decreased to zero over the next 2 seconds and was annunciated by an audible warning. The airplane at that time was at 9,000 feet mean sea level (msl), or 8,542 feet pressure altitude and was about 9.5 nautical miles and 168 degrees from 3J0. The pilot reported the engine power went to idle, and he did not hear any sounds from the engine, which was running smooth but was idled back. He reported he had no control over the power, and did not observe any oil or mist coming out of the engine and did not notice any smoke from the engine from oil getting onto a hot exhaust. He also reported he did not hear a change in sound from the propeller as if the propeller had changed pitch, and the propeller never stopped. The passenger in the right front seat read the display on the multi-function display (MFD) that the oil pressure displayed in the red showing 0 oil pressure. In addition, on the primary flight display (PFD) a red highlighted "WARNING" about the oil pressure displayed. He fully enrichened the mixture control and moved the throttle in an attempt to restore engine power but there was no response. Using the on-board avionics he confirmed the nearest airport was 3J0, and declared an emergency with air traffic control, advising the controller at 1153:39, "…I got an oil pressure going haywire." The controller advised the pilot that 3J0 was the nearest airport and was located 7.9 miles from the aircraft's present position. The pilot informed the controller at 1154:09 that the airport was in sight; the airplane at that time was at 7,647 feet msl and was located about 7.5 nautical miles and 163 degrees from the approach end of runway 29 at 3J0. The controller then asked the pilot if he needed assistance on the ground at 3J0, and he indicated he did. The controller subsequently informed the pilot that emergency crews were on their way to 3J0. The pilot reported that with the engine at idle, he descended at 98 knots, although the best glide speed was reported to be 88 knots. After realizing he was unable to land at 3J0, he informed the passengers to tighten their restraints (seatbelts and shoulder harnesses) before activating the CAPS. At 1157:36, the pilot informed the controller that he was "…inches from making this uh runway before I have to deploy this chute on here so." He indicated that he pulled the CAPS activation handle at 800 feet but could not recall the airspeed at chute pull. While under the canopy, the tail came down just as the airplane hit the trees. He attributed this to the altitude of deployment. A portion of a wing was knocked off and the tail was almost separated. The airplane descended to the ground, and he reported the contact was hard. He later indicated securing the fuel selector while on the ground. The airplane came to rest in a wooded area about ¾ nautical mile and 110 degrees from the approach end of runway 29 at 3J0. According to the individual involved with the recovery of the airplane, there were no obvious discrepancies noted with the engine, and no oil was observed inside the engine compartment. In the resting position of the airplane (slight nose low), a total of four quarts registered on the oil dipstick (actually called an oil gage rod and cap assembly, part number (P/N 656616-2); which was tightly secured. After the airplane was raised from the ground to a level attitude, no oil streaking or stains were noted on the bottom of the fuselage or airframe. In that position, the oil quantity registered slightly above the "8" mark on the oil gage rod cap assembly, which was full. A copy of the NTSB Record of Conversation with the individual is contained in the NTSB public docket. Following recovery of the wreckage, an examination of it and the engine was performed by representatives of the airframe and engine manufacturer with NTSB oversight. The avionics that recorded and retained data were downloaded with NTSB permission by a representative of the airframe manufacturer. The downloaded data was then provided to the NTSB Vehicle Recorder Division. Examination the engine revealed the oil quantity was approximately 8 quarts and the oil was "like new." At the request of the NTSB investigator-in-charge, the oil pump cover was removed to inspect the oil pump; no discrepancies were noted. Crankshaft, camshaft, and valve train continuity was confirmed. Examination of the wiring associated with the oil pressure transducer revealed the connection at the transducer was properly connected and strain relief of the wire harness at the transducer was noted. Electrical continuity was confirmed from the plug at the transducer for the supply and output pins to the appropriate pins at the firewall connection; however, continuity was not confirmed for the ground pin at the transducer connector. No damage to the wiring harness was reported and the condition of each connector and pins were satisfactory. A portion of the wiring harness was removed for further examination of the ground connection related to the oil pressure transducer. Examination of the throttle and mixture controls in the cockpit revealed the throttle was full forward and the mixture control was in a mid-range position between full rich and idle cut-off, which matched the positions at each respective control in the engine compartment. Examination of the engine controls in the engine compartment revealed they were properly secured and once documented, full, unrestricted stop-to-stop movement was observed by activation of the cockpit controls. Examination of the engine-driven fuel pump revealed the drive coupling was intact and fuel was noted in the flexible hose from the outlet of the pump to the fuel metering unit. No fuel was noted at the inlet to the fuel pump. Examination of the CAPS revealed the rear harness remained snubbed. The fuel selector was found in the off position. The engine was removed from the airplane for an attempted engine run at the manufacturer's facility. Additional items retained by NTSB included the oil pressure transducer, the Cirrus Recoverable Data Module (RDM), and the SanDisk 4GB SDHC Card from the Garmin G1000. Additional details concerning the airframe and engine examination res