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ASN Wikibase Occurrence # 264374
Last updated: 13 September 2021
This information is added by users of ASN. Neither ASN nor the Flight Safety Foundation are responsible for the completeness or correctness of this information. If you feel this information is incomplete or incorrect, you can submit corrected information.

Type:Silhouette image of generic SR22 model; specific model in this crash may look slightly different
Cirrus SR22T GTS X
Owner/operator:Skylane Partners LLC
Registration: N333LZ
MSN: 0243
Fatalities:Fatalities: 1 / Occupants: 1
Other fatalities:0
Aircraft damage: Substantial
Location:near Mercer, Madison County, TN -   United States of America
Phase: En route
Departure airport:Memphis International Airport, TN (MEM/KMEM)
Destination airport:Jackson-McKellar-Sipes Regional Airport, TN (MKL/KMKL)
Investigating agency: NTSB
The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot established radio communications with the Memphis Center while climbing to 3,000 ft mean sea level (msl). The controller instructed the pilot to climb to 15,000 ft msl; however, after the airplane climbed to 6,600 ft msl, it began to lose altitude.

The pilot advised the controller that the airplane was experiencing engine issues associated with manifold
pressure. The pilot then requested to divert to McKellar-Sipes Regional Airport (MKL), Jackson,
Tennessee, where the airplane was maintained. The pilot further stated that he was not declaring an
emergency. The controller cleared the airplane to MKL, with a descent to 3,000 ft msl at the pilot’s
discretion. The controller then transferred communications to the MKL controller.

The pilot established communications with the MKL controller while the airplane was descending through 3,900 ft msl for 3,000 ft msl. He asked for the RNAV Runway 20 approach to MKL and requested a pilot’s discretion
descent to the ground to maintain airspeed. The controller advised the pilot that he needed to maintain
2,500 ft msl, which was the minimum vectoring altitude (MVA). The airplane subsequently gradually
descended below the MVA and the controller advised the pilot that the Bolivar Airport (M08), Bolivar,
Tennessee, was located on his right side; however, the pilot continued to MKL. When the airplane was
at 720 ft msl, the pilot reported that he was attempting to land in a field. The controller advised the pilot
that radar contact was lost; however, he asked the pilot the altitude of the airplane, and the pilot stated
600 ft msl. The controller also asked the pilot if he “intended to use the parachute,” and the pilot
responded “negative…busy landing.” No further communications were received from the pilot.

The wreckage was located in a field on the edge of a tree line about 10 miles southwest of MKL. The
airplane came to rest upright on a magnetic heading of 360°. Several large tree branches were lying
beside the wreckage. The left wing’s leading edge had tree impression marks along the length of the
wing. The spinner dome had tree bark wedged in the creases of the dome. One propeller blade was
fractured and found about 20 ft from the main wreckage. All three landing gears were separated but
remained under the main wreckage. The empennage remained attached to the fuselage. The horizontal
stabilizer remained attached to the empennage and exhibited impact damage. The vertical stabilizer
remained attached to the empennage; however, the rudder was separated from the vertical stabilizer at
the top and mid-point hinges. Control cable continuity was established to all flight control surfaces from
the flight controls to the cockpit. The Cirrus Airframe Parachute System (CAPS) was found intact. The
safety pin was out of the handle, but the system was not activated. Both wings remained attached to the
fuselage and exhibited impact damage. The engine remained attached to the fuselage; however, the
engine mounts were fractured in numerous places. The propeller remained attached to the engine.
The airplane was recovered to a salvage facility for further examination. The bottom spark plugs were
removed and exhibited normal wear. The propeller was rotated by hand through 360° of motion and
crankshaft continuity was established through the valvetrain. Thumb compression was attained on all
cylinders. A lighted borescope was used to examine the pistons, valves, and cylinder walls and all
exhibited normal wear. Both turbochargers rotated smoothly by hand. The left turbocharger housing
showed cracking and melting at the attachment flange. The waste gate was removed, and a small metal
fragment was wedged between the housing and the valve, which was about 75% closed. The waste gate
controller mounting bracket was fractured and the connecting rod was bent. The metal fragment was
sent to the National Transportation Safety Board Materials Laboratory for identification.

Sources: (photos)



Revision history:

21-Jun-2021 21:25 Captain Adam Added
21-Jun-2021 22:18 Captain Adam Updated [Aircraft type, Registration, Cn, Operator, Phase, Nature, Departure airport, Destination airport, Source, Embed code, Damage, Narrative]
22-Jun-2021 00:43 RobertMB Updated [Time, Aircraft type, Location, Destination airport, Source, Damage, Narrative]
21-Jul-2021 08:00 aaronwk Updated [Time, Destination airport, Source, Narrative, Category]

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