SR22 Went Down On Approach Following Near Collision With Traffic

An accident on December 15th involving two airplanes in the traffic pattern at Scottsdale Airport (KSDL) in Arizona points to the importance of the concept of "see and avoid." While there was no mid-air collision, the pilot of an SR22 who was fatally injured when his plane went down reported being unable to see a Gulfstream on final approach because the sun was in his eyes. A passenger on board the Cirrus (similar airplane pictured) was seriously injured, but able to escape the wreckage of the airplane.

File Photo

NTSB Identification: WPR12FA067
14 CFR Part 91: General Aviation
Accident occurred Thursday, December 15, 2011 in Phoenix, AZ
Aircraft: CIRRUS DESIGN CORP. SR22, registration: N7850P
Injuries: 1 Fatal,1 Serious.

This is preliminary information, subject to change, and may contain errors.

On December 15, 2011, about 0954 mountain standard time, a Cirrus Design Corp. SR22, N7850P, experienced a loss of control and descended into a residential neighborhood in Phoenix, Arizona. At the time, the airplane was on short final approach for landing at Scottsdale Airport (SDL). The airplane was registered to Frank M. Smith & Associates, Inc., and it was operated by a company private pilot who was fatally injured. The passenger was seriously injured. The airplane was consumed by a post impact fire. No one on the ground was injured during the impact sequence. The flight was performed under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from Show Low, Arizona, within minutes of 0857.

Safety Board investigators reviewed Federal Aviation Administration (FAA) radar data and voice tapes. They indicate that the Cirrus had entered SDL’s left-hand traffic pattern for runway 3 from the north. The FAA SDL’s local air traffic controller sequenced the Cirrus to land behind a Gulfstream Aerospace GV-SP (G550), which was ahead of the Cirrus. The Gulfstream had entered the left traffic pattern directly into the base leg. The local controller advised the Cirrus pilot to report when he had the Gulfstream in sight. The Cirrus pilot reported that the sun was in his eyes, and he did not report seeing the Gulfstream. Seconds later, the controller advised the Cirrus pilot that the Gulfstream was to his left and on final approach, and the Cirrus turned onto the base leg. Subsequently, as the Cirrus was entering the final approach leg and was about 1,900 feet (based upon the airplane’s Mode C transponder altitude), the Gulfstream overflew the Cirrus about 2,100 feet (Mode C transponder altitude).

The passenger in the Cirrus reported to the Safety Board investigator that immediately thereafter the pilot observed the Gulfstream, and he so informed the controller while continuing toward the runway. Then the controller advised the Cirrus pilot to standby for a possible go-around. Less than 1 minute later the Cirrus rolled into a steep bank and descended in a corkscrew-like maneuver into the ground, according to a ground-based witness who was monitoring the controller’s communications and watching the airplane.

The Safety Board investigation revealed that the airplane impacted the ground in a right wing, nose low attitude, on about a 275-degree magnetic heading. The airplane came to rest approximately 0.9 miles from the landing threshold of SDL’s runway 3. The accident site elevation is about 1,420 feet mean sea level (msl). SDL’s elevation is 1,510 feet msl.

The airplane has been recovered from the front yard of the private residence and examined. Fire-damaged components (primary flight and multifunction electronic displays) that contain non-volatile memory were removed from the instrument panel. These components have been delivered to the Safety Board’s Vehicle Recorder Division in Washington, D.C., where an examination is in progress.

FMI: www.ntsb.gov