NTSB Factual Report

On August 13, 2016, about 1001 central daylight time, a Cirrus Design Corporation model SR20 single-engine airplane, N314BF, experienced a partial loss of engine power shortly after takeoff from Des Moines International Airport (DSM), Des Moines, Iowa. The pilot deployed the cirrus airframe parachute system (CAPS) and descended into powerlines and terrain. The airplane was subsequently destroyed by a postimpact fire. The pilot and 2 passengers sustained minor injuries. An additional passenger was not injured. The airplane was registered to Alidade Partners, LLC, and was operated by the private pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Day visual meteorological conditions prevailed in the area of the accident for the cross-country flight that was enroute to Warren County Airport (I68), Lebanon, Ohio.

The pilot reported that there were no airframe or engine anomalies identified during his preflight inspection. Additionally, the pilot reported that the fuel tanks were completely full and that there was no water or particulate contamination observed in the fuel samples he obtained during the preflight inspection. The pilot reported that the engine started without hesitation and idled normally. The engine also operated without any anomalies during a pretakeoff run-up. A normal takeoff was made on runway 31 from the taxiway Romeo intersection with the wing flaps set at 50-percent, electric fuel pump selected to boost, and the mixture-control selected to full rich. The pilot reported that the engine instrumentation indicated normal readings during the takeoff run and liftoff was achieved at 70 knots indicated airspeed. After liftoff, the pilot reduced airplane pitch and accelerated to 90-95 knots before retracting the wing flaps. The pilot reported that during initial climb, about 500 feet agl, he heard and felt a sudden reduction in engine power. He told the tower controller that he had engine trouble and requested an immediate landing. The tower controller cleared the pilot to enter a right downwind for landing on runway 31. The pilot reported that the he was unable to maintain altitude and, as a result, he deployed the cirrus airframe parachute system (CAPS). After a successful CAPS deployment, the airplane descended under the canopy and contacted powerlines shortly before impacting at the intersection of Park Avenue and SW 56th Street. The pilot remarked that the airplane had landed "remarkably soft" in a nose level attitude. After landing, a fire erupted from under the left wing and the pilot ordered his passengers to evacuate from the right cabin entry door. The airplane was subsequently destroyed by the postimpact fire.

The accident airplane, serial number 1055, registration number N314BF, was a four-place single engine low-wing airplane of primarily composite construction. The airplane was powered by a six-cylinder, 200 horsepower, Continental Motors model IO-360-ES16B engine, serial number 1000059, which drove a two-blade Hartzell model BHC-J2YF-1BF/F7694 constant speed propeller. According to airplane logbook entries, the most recent annual inspection was completed on May 19, 2016, at 1,565.6 hours total airframe time. As of the annual inspection, the engine had accumulated 555.2 hours since being rebuilt at the factory on March 20, 2009. According to the pilot, the airplane had accumulated about 66.5 hours since the annual inspection. The airplane was equipped with a cirrus airframe parachute system (CAPS) that was designed to recover the airplane and its occupants to the ground in the event of an inflight emergency.

The 42-year-old pilot held a Federal Aviation Administration (FAA) private pilot certificate with airplane single engine land and instrument ratings. He also held a third-class medical certificate that was issued on February, 8, 2016, with no limitations or restrictions. The pilot reported having accumulated 252 hours of total flight time, of which 211 hours were as pilot-in-command, and 66 hours in the same make and model as the accident airplane.

The engine and propeller were not damaged by the postimpact fire. The engine remained attached to the firewall and the propeller remained attached to the crankshaft flange. The propeller exhibited torsional twisting, S-shaped spanwise bends, leading edge damage, and burnishing of the blade face and back. Internal engine and valve train continuity was confirmed as the engine crankshaft was rotated. Compression and suction were noted on all cylinders in conjunction with crankshaft rotation and both magnetos provided spark at all leads. The sparkplugs for cylinder Nos. 4 and 5 exhibited excessive black soot, consistent with an over-rich fuel/air mixture. The remaining sparkplugs exhibited features consistent with normal engine operation. A borescope inspection of each cylinder did not reveal any anomalies. Additionally, no anomalies were observed with the fuel servo, mechanical fuel pump, fuel flow divider, or fuel injectors. A disassembly of the oil filter did not reveal any metal debris. The intake coupler closest to the No. 1 cylinder, part number 654439-16, was observed partially disconnected from its associated intake tube. Although both coupler clamps were tight, the clamp, part number AN737TW74, closest to the No. 1 cylinder did not overlap its associated intake tube. Additionally, the cylinder No. 3 intake tube, part number 655224-1, was completely fractured at the cylinder mounting flange. The fractured No. 3 intake tube was retained for additional laboratory examination.