NTSB Factual Report

On September 7, 2018, about 1511 central daylight time, a Cirrus SR-22T airplane, N131TX, experienced a complete loss of engine power shortly after takeoff from Kennett Memorial Airport (TKX), Kennett, Missouri. The private pilot/owner and his passenger sustained minor injuries. The airplane was substantially damaged when it descended under the airframe parachute into an agricultural field. The airplane was being operated as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions existed at TKX about the time of the accident. The flight had originated earlier in the day, and TKX was a planned fuel and lunch stop on the way to his final destination.

According to the pilot, he and the airplane were based in Austin, Texas, and the final destination for this trip was Ann Arbor Municipal Airport (ARB), Ann Arbor, Michigan. The flight from Austin to TKX was essentially uneventful, and was conducted on an instrument flight rules (IFR) flight plan. After landing at TKX, the pilot tended to the airplane, including a fuel top-off, while his passenger/wife traveled off-airport to obtain lunch for the two. The pilot also filed his IFR flight plan to ARB via a portable electronic device, with plans to obtain his clearance once airborne.

The pilot and passenger re-boarded the airplane. Engine start, taxi-out to runway 18, and engine run-up were all normal. The pilot announced his departure plans (to the north) on the airport's common traffic advisory frequency (CTAF), and initiated the takeoff roll. During the takeoff roll, the pilot realized that the noise-reduction function on his active noise reduction (ANR) headset was not operating. The headset incorporates a switching and volume control module in-line on its cord; engagement of the ANR function is controlled by a two-position button on the module. The pilot pulled on his headset cord to access and engage the ANR button, but the module was wedged between the forward inboard end of his seat and the center console, and he could neither access nor free it. A short time later, when the airplane was about 200 feet above ground level (agl) and established in its climb, the pilot engaged the autopilot. He then bent over and focused on attempting to free the module. Within 5 to 10 seconds, and without freeing the module, the pilot sensed a significant or total loss of engine noise and power. He sat upright, verified that the engine power and mixture levers were in their full-forward positions, and then began scanning the instrument panel. About the same time the aural "sink rate" warning began annunciating. The pilot was unable to discern the cause of the engine power loss, and asked his passenger (who was not a pilot but was familiar with the airplane) what their altitude was, and she promptly responded "640" feet.

The airplane was equipped with the Cirrus airplane parachute system (CAPS). The pilot recognized that the airplane altitude above the ground was below the minimum CAPS deployment altitude, but he decided that CAPS deployment appeared to be the best option. He advised his passenger that he was going to activate the CAPS, and then did so. The extraction rocket fired, the parachute opened, and the airplane struck the ground on its first tail-first swing just after the parachute opened. The airplane impacted in a significant tail-down attitude while swinging aft, but came to rest upright in the field. The pilot shut down the electrical systems, and then the passenger and pilot exited via the passenger's door, because the pilot was unable to open his door. They summoned assistance via a 911 call, and were both diagnosed with minor injuries.

The airplane remained essentially intact, but the engine and cowling were almost fully fracture-separated from the fuselage. Federal Aviation Administration (FAA) personnel responded to the scene the following day, and recovered several avionics SD cards for possible data download. The airplane was recovered to a secure facility for possible additional examination.

According to FAA records, the airplane was manufactured in 2011, and was equipped with a Continental Motors TSIO-550 series engine. The pilot had purchased the airplane new, and used an aircraft management company for maintenance and record-keeping. The pilot reported that the airplane had a total time in service of about 2,310 hours. The pilot held a private pilot certificate with airplane single-engine land and instrument-airplane ratings. He reported that he had a total flight time experience of about 1,351 hours, including about 1,180 hours in the accident airplane make and model.

TKX was situated at an elevation of 262 ft above mean sea level, and was equipped with two paved runways, designated 02/20 and 18/36. Runway 18/36 was asphalt, and measured 75 ft by 3,012 ft. ORL was not equipped with an air traffic control tower, and the CTAF communications were not recorded.

The 1515 TKX automated weather observation included winds from 150° at 7 knots, with gusts to 12 knots, visibility 8 miles, clear skies, temperature 30° C, dew point 24° C, and an altimeter setting of 29.94 inches of mercury.