What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
Pilot stated I made a standard departure from shelter cove airport (0Q5) in clear VMC conditions around 1:15 pm pacific standard time. This airport is right on the ocean and upon departing from runway 12 you are climbing over the ocean, then turning slightly left towards the coast.
After establishing a climb and being around 2000 ms I turned off the fuel boost pump. Once I had reached approximately 2,600 feet ms, and was just about to cross over the shoreline there was a loss of engine power. I pitched to best glide and maneuverer towards the lower terrain as an ocean landing would be extremely hazardous. I switched tanks (| believe from left to right) and activated the boost pump. I adjusted the mixture and throttle to see if that would make a difference, with no change in engine condition. I believe I may have switched tanks again, but at that point having maneuverer to the lowest terrain and the canyon area versus the ridge line, I made the decision to activate the aircraft parachute over land versus returning over to the ocean. I briefed the passengers and the deployment went as expected with a nose down initial restrain, and then the line cutter activated and the aircraft righted itself to a more nose level attitude.
I turned the ignition and master switches off, and placed the fuel selector into the off position.
At some point during the events, I recall seeing what appeared to be a vapor coming from the left wing around the middle of the aileron, FAR outboard from the fuel cap (which I confirmed were both installed and latched), and the vapor trail was not at the wing tip.
The Cirrus has a low fuel warning light (yellow - on the left hand side of the panel). At no time during the flight to shelter cove the day before or during the departure from shelter cove did that yellow warning light activate. In my past experience you have more than 30 minutes of fuel available in the low tank after that light activates.
The aircraft descended under the parachute canopy, initially coming to a complete rest suspended in the trees fairly high off the ground.
After being static for several minutes we heard the tree branches start to break, and then the aircraft flipped over and fell to the ground upside down. We were able to exit the aircraft at that point.
Teardown inspection performed 4/30/24. This inspection did not reveal any aircraft or engine anomalies. Data from aircraft avionics acquired by NTSB for review. Closed until this data is obtained and reviwed for possible amendment to this report.
As the FAA filed it
PILOT STATED I MADE A STANDARD DEPARTURE FROM SHELTER COVE AIRPORT (0Q5) IN CLEAR VMC CONDITIONS AROUND 1:15 PM PACIFIC STANDARD TIME. THIS AIRPORT IS RIGHT ON THE OCEAN AND UPON DEPARTING FROM RUNWAY 12 YOU ARE CLIMBING OVER THE OCEAN, THEN TURNING SLIGHTLY LEFT TOWARDS THE COAST.
AFTER ESTABLISHING A CLIMB AND BEING AROUND 2000 MS I TURNED OFF THE FUEL BOOST PUMP. ONCE I HAD REACHED APPROXIMATELY 2,600 FEET MS, AND WAS JUST ABOUT TO CROSS OVER THE SHORELINE THERE WAS A LOSS OF ENGINE POWER. I PITCHED TO BEST GLIDE AND MANEUVERER TOWARDS THE LOWER TERRAIN AS AN OCEAN LANDING WOULD BE EXTREMELY HAZARDOUS. I SWITCHED TANKS (| BELIEVE FROM LEFT TO RIGHT) AND ACTIVATED THE BOOST PUMP. I ADJUSTED THE MIXTURE AND THROTTLE TO SEE IF THAT WOULD MAKE A DIFFERENCE, WITH NO CHANGE IN ENGINE CONDITION. I BELIEVE I MAY HAVE SWITCHED TANKS AGAIN, BUT AT THAT POINT HAVING MANEUVERER TO THE LOWEST TERRAIN AND THE CANYON AREA VERSUS THE RIDGE LINE, I MADE THE DECISION TO ACTIVATE THE AIRCRAFT PARACHUTE OVER LAND VERSUS RETURNING OVER TO THE OCEAN. I BRIEFED THE PASSENGERS AND THE DEPLOYMENT WENT AS EXPECTED WITH A NOSE DOWN INITIAL RESTRAIN, AND THEN THE LINE CUTTER ACTIVATED AND THE AIRCRAFT RIGHTED ITSELF TO A MORE NOSE LEVEL ATTITUDE.
I TURNED THE IGNITION AND MASTER SWITCHES OFF, AND PLACED THE FUEL SELECTOR INTO THE OFF POSITION.
AT SOME POINT DURING THE EVENTS, I RECALL SEEING WHAT APPEARED TO BE A VAPOR COMING FROM THE LEFT WING AROUND THE MIDDLE OF THE AILERON, FAR OUTBOARD FROM THE FUEL CAP (WHICH I CONFIRMED WERE BOTH INSTALLED AND LATCHED), AND THE VAPOR TRAIL WAS NOT AT THE WING TIP.
THE CIRRUS HAS A LOW FUEL WARNING LIGHT (YELLOW - ON THE LEFT HAND SIDE OF THE PANEL). AT NO TIME DURING THE FLIGHT TO SHELTER COVE THE DAY BEFORE OR DURING THE DEPARTURE FROM SHELTER COVE DID THAT YELLOW WARNING LIGHT ACTIVATE. IN MY PAST EXPERIENCE YOU HAVE MORE THAN 30 MINUTES OF FUEL AVAILABLE IN THE LOW TANK AFTER THAT LIGHT ACTIVATES.
THE AIRCRAFT DESCENDED UNDER THE PARACHUTE CANOPY, INITIALLY COMING TO A COMPLETE REST SUSPENDED IN THE TREES FAIRLY HIGH OFF THE GROUND.
AFTER BEING STATIC FOR SEVERAL MINUTES WE HEARD THE TREE BRANCHES START TO BREAK, AND THEN THE AIRCRAFT FLIPPED OVER AND FELL TO THE GROUND UPSIDE DOWN. WE WERE ABLE TO EXIT THE AIRCRAFT AT THAT POINT.
TEARDOWN INSPECTION PERFORMED 4/30/24. THIS INSPECTION DID NOT REVEAL ANY AIRCRAFT OR ENGINE ANOMALIES. DATA FROM AIRCRAFT AVIONICS ACQUIRED BY NTSB FOR REVIEW. CLOSED UNTIL THIS DATA IS OBTAINED AND REVIWED FOR POSSIBLE AMENDMENT TO THIS REPORT.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.