WPR24LA106

The pilot reported that he had not flown the airplane frequently in the months leading up to the accident. On the day of the accident flight, he conducted a preflight inspection of the airplane, including a visual inspection of the fuel level, and determined there was sufficient fuel on board for the flight. However, he did not recall if a fuel sample was taken. During the initial climb, the engine initially sputtered and then lost total power. The pilot attempted to restart the engine but without success; he deployed the airplane’s emergency parachute. The airplane impacted trees and subsequently came to rest on the ground inverted. Aircraft recovery personnel reported that fuel was leaking from the airplane, and they recovered about 26 gallons of fuel from the left wing. No fuel was recovered from the right wing. Postaccident examination of the airplane revealed no preaccident mechanical malfunctions or failures with the airframe or engine that would have precluded normal operation. The fuel manifold assembly was removed and disassembled, and a liquid substance was noted. The liquid substance was tested for water using SAR-GEL, a water-finding paste; it tested positive for water. It is likely the total loss of engine power was a result of water in the airplane’s fuel system. It could not be determined how or when the water entered the airplane’s fuel system.

On March 8, 2024, at 1325 Pacific standard time, a Cirrus SR22, N2824M, was substantially damaged when it was involved in an accident near Whitethorn, California. The pilot and one passenger sustained minor injuries, and one passenger was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that he departed Shelter Cove Airport (0Q5), Shelter Cove, California, with an intended destination of Santa Rosa, California. As the airplane was climbing through 2,600 ft mean sea level (msl), the engine sputtered and lost total power. The pilot stated that he switched fuel tanks, activated the electric boost pump, and manipulated the mixture and throttle controls to restore engine power. Unable to restore engine power, he deployed the Cirrus Airframe Parachute System (CAPS). The airplane descended under parachute canopy into densely tree-covered terrain and became suspended amongst the tree limbs. Subsequently, the airplane fell from the trees and impacted the ground inverted. The airplane sustained substantial damage to the fuselage and empennage. The pilot reported that he had not flown the airplane frequently in the months leading up to the accident. On the day of the accident flight he conducted a preflight inspection of the airplane, including a visual inspection of the fuel level, and determined there was sufficient fuel on board for the flight. However, he did not recall if a fuel sample was taken. According to the aircraft recovery personnel, fuel was observed leaking from the airplane. About 26 gallons of fuel was recovered from the left wing and no fuel was recovered from the right wing. The airplane was equipped with a Avidyne primary flight display (PFD) unit and a Avidyne multi-function flight display (MFD). The PFD and MFD were removed and sent to the NTSB Recorder Laboratory. The PFD unit displays aircraft parameter data including altitude, airspeed, attitude, vertical speed, and heading. The MFD can display comprehensive engine monitoring and performance data. The downloaded data from the PFD and MFD indicated that at 13:17:42, the aircraft was climbing and was at a pressure altitude of 2,192 ft. The indicated airspeed was 126 knots; engine speed, manifold pressure, and fuel flow were 2,620 rpm, 26.5 inHg, and 25.2 gph, respectively. At 13:18:00, the pressure altitude was 2,376 ft and indicated airspeed was 128 knots. Engine speed and fuel flow began rapidly reducing from 2,480 rpm and 20.2 gph, respectively. At 13:18:43, the last recorded MFD data sample indicated that the engine speed and fuel flow were 1,310 rpm and 0.4 gph, respectively. Postaccident examination of the airplane established flight control continuity from all primary flight control surfaces to the left and right cockpit controls. The firewall sustained damaged; however, when the throttle, mixture, and propeller were manually manipulated from the cockpit, corresponding movement was noted at theirrespective attachment points. A visual inspection of the fuel system and continuity was established from the wing roots throughout the fuel system to the fuel injectors. The airframe fuel strainer assembly was removed, dissembled, and was void of fluid and debris. Examination of the recovered engine revealed that it was separated from the engine mount and nose gear assembly. No evidence of any external mechanical damage was observed to the engine crankcase. The oil sump remained attached to the engine and a 4-inch puncture was observed near the oil drain. The crankshaft was rotated by hand using the propeller hub. Rotational continuity was established throughout the engine and valvetrain. Thumb compression and suction were obtained on all six cylinders. The fuel flow manifold remained attached to its respective mount and was undamaged. The fuel flow manifold assembly was removed and disassembled. The internal diaphragm and spring were undamaged. The fuel flow manifold was clear and free of debris. A liquid substance was noted in the fuel flow manifold and was tested for water using SAR-GEL, a water-finding paste; the liquid substance tested positive for water.