Kerrville, TX, USA
N142SF
Cirrus Design Corp. SR20
The 163-hour private pilot, with 18.3 hours in make and model, encountered a loss of engine power during cruise flight while at 5,500 feet mean sea level. After a failed restart attempt, the pilot was forced to make an emergency landing in a pasture. During the emergency landing the airplane struck several steel posts along a wire fence. Examination of the airplane by an Federal Aviation Administration inspector revealed structural damage to the leading edge of the right wing and the right elevator. Both magnetos were removed from the airplane by the Safety Board and shipped to the magneto manufacturer in Rockford, Illinois, for further examination. The inspection of the magnetos revealed that the left magneto harness was damaged; however, the operation of the magneto passed the standard acceptance test procedure. The right magneto harness was also severely damaged and the system would not fire any of the 6 spark plugs.
On April 7, 2006, approximately 1430 central daylight time, a single-engine Cirrus Design Corporation SR20 composite airplane, N142SF, was substantially damaged during a forced landing following a loss of engine power near Kerrville, Texas. The airplane was registered to Freund Aviation LLC, of Glendale, Arizona, and was being operated by the Air Safety Flight Academy, of Glendale, Arizona. The non-instrument rated private pilot, sole occupant of the airplane, was not injured. Visual meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 personal flight. The 260-nautical mile cross-country flight originated from the Kerrville Municipal Airport (ERV) approximately 1410, and was destined for the Anahuac Airport (T00), near Houston, Texas. The pilot, who reported having accumulated a total of 18.3 hours in the make and model, received a private pilot's certificate on February 7, 2006. He reported that soon after leveling off at 5,500 feet, while approximately 35 miles from the point of departure, the engine "made a loud pop and the engine went dead." An attempt by the pilot to restart the engine was unsuccessful, and the pilot elected to initiate a forced landing to a pasture. During the emergency landing, the airplane rolled through a wire fence while striking several steel posts. Examination of the airplane by an Federal Aviation Administration (FAA) inspector, who responded to the accident site, revealed structural damage to the leading edge of the right wing and the right elevator. Both magnetos were removed from the airplane by the NTSB and shipped to Unison Industries in Rockford, Illinois, for further examination. On May 11, 2006, at Unison Industries, under the supervision of the FAA, an examination of both magnetos was conducted. The left magneto (05100671) and M-2955 harness showed that the harness was severely damaged, but during a 5-minute run appeared to have no degradation of the operation of the magneto. After disassembly, a small amount of oil contamination was found inside the magneto. All other internal components appeared normal, with no signs of undue stress or wear. The capacitor and coil were removed and tested; both passed the standard acceptance test procedure. The right magneto (05081979) and M-2598 harness showed that the magneto had previously been opened in the field, as evidenced by the missing torque seal. The harness was severely damaged, and the system would not fire any of the 6 spark plugs. Some external arcing was observed where the harness was damaged. Removal of the distributor block and gear revealed carbon tracking from the carbon brush recessed area to the bearing retainer cap. All other internal components appeared normal with no signs of undue stress or wear. The capacitor and coil were removed and tested; both passed the standard acceptance test procedure. Both ignition harnesses appeared to be original equipment for the application, and suffered from significantly more wear than would be expected. Visual analysis of both ignition harnesses revealed severe chafing of the external shielding on 10 of the 12 ignition harness wires. The airplane was powered by a 200-horsepower Lycoming IO-360-ES6 engine (serial number 360014). The pilot reported that the left magneto had accumulated 336 hours, while the right magneto had accumulated 478 hours. At 1425, the automated surface observing system at ERV reported wind from 230 degrees at 10 knots gusting to 25 knots, visibility of 10 statute miles, clear skies, temperature 32 degrees Celsius, dew point minus 19 degrees Celsius, and barometric pressure at 29.72 inches of Mercury.
The loss of engine power for undetermined reasons. A factor was the lack of suitable terrain for the forced landing.
Source: NTSB Aviation Accident Database
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