NTSB Issues Prelim On Cirrus Deadstick Landing

Tue, 07 Sep '10
Golf Course Served As Emergency Landing Strip

An NTSB prelim has provided some puzzling details about the recent deadstick landing executed by a Cirrus SR22 that has been flying several hours before its engine failed, necessitating an immediate unplanned landing on a golf course. Despite reports that fuel gauges showed enough fuel in both tanks to continue flight and that the pilots switched tanks every 30 minutes, the NTSB reports that there was no physical evidence of fuel in the left tank, which ruptured on impact, but also showed no signs of "browning of vegetation" which should have indicated where fuel (from the breached tank) spilled onto the ground and damaged the vegetation.

NTSB Identification: ERA10LA454
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 29, 2010 in Acworth, GA
Aircraft: CIRRUS DESIGN CORP SR22, registration: N451TS
Injuries: 2 Uninjured.

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 August 29, 2010, at 1658 eastern daylight time, a Cirrus SR22, N451TS, registered to Ellis Aviation LLC, and operated by Aero Atlantic Flight Center, experience a total loss of engine power while descending in the vicinity of Acworth, Georgia. Visual meteorological conditions prevailed and no flight plan was filed. The commercial pilot flight instructor (CFI) and private pilot receiving instruction reported no injuries and the airplane sustained substantial damage. The instructional flight was operated in accordance with 14 Code of Federal Regulations Part 91. The flight last departed from Barwick LaFayette Airport (9A5), LaFayette, Georgia at 1615.

The CFI stated the flight initially originated from Cobb County Airport-McCollum Field (RYY), Atlanta, Georgia. A preflight inspection was conducted and no anomalies were noted. The airplane had 24 gallons of fuel in the left and right main fuel tanks. The CFI stated they used 75 percent power in cruise flight and they changed fuel tanks every 30 minutes. The flight departed RYY with the pilot receiving instruction flying the airplane at 1430, and climbed to a cruising altitude of 4,500 feet mean sea level (msl). They arrived at Dalton Municipal Airport (DNN), Dalton Georgia, at 1455 and conducted 8 touch and go landings. The flight departed DNN at 1530 and climbed to a cruising altitude of 3,500 feet msl en-route to 9A5 arriving at 1550. They made a full stop landing and taxied back to the active runway and completed an engine run up before departing at 1615 en-route to RYY. The CFI stated prior to departing the fuel gage indicated the left and right main fuel tanks contained 14 gallons of fuel.

The flight was at 3,500 feet until the CFI instructed the student to descend to 3,000 feet. They were about 8 to 9 miles west-northwest of RYY when the engine experienced a total loss of engine power. The CFI made a positive transfer of the flight controls and instructed the student to turn the alternate air on as he initiated the engine out procedures. The CFI turned the airplane to the right towards a golf course and assumed the best glide airspeed. He decided not to deploy the ballistic parachute and continued with a forced landing to the golf course. The airplane touched down on the fairway and struck two trees before coming to a complete stop.

Examination of the airplane on August 30, 2009, by a Federal Aviation Administration inspector revealed the right main fuel tank was intact and fuel was present. The left main fuel tank was ruptured and no fuel was present. There was no browning of vegetation under the left wing of the airplane. Recovery personnel drained 16 gallons of fuel from the right main fuel tank.

The airplane has been relocated to a salvage company pending further examination by a Federal Aviation Administration inspector, and the engine manufacturer.
FMI: www.ntsb.gov