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On August 21, 2011, at 1140 Pacific daylight time, a Cirrus Design SR22, N675DH, sustained substantial damage subsequent to a runway overrun at the Fall City Airport, Fall City, Washington. The private pilot and passenger were not injured. The airplane was registered to Daedelus Aviation LLC, and operated by the pilot under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The cross-country flight departed Snohomish County Airport (PAE) Everett, Washington, about 1045, with a planned destination of Walla Walla, Washington. Visual meteorological conditions (VMC) prevailed and an instrument flight plan was filed.
The pilot reported that during climb to cruise, about 7,500 feet, the airplane began to lose airspeed and the low engine oil light illuminated. The pilot diverted to Fall City and initiated an approach to the runway. He reported that the approach terminated with a go-around because his airspeed was too high. He reported that the airspeed for the second approach was “correct” however, he touched down near the mid-point of the 3,000 feet runway. The pilot was unable to stop the airplane in the remaining distance and overran the runway. The airplane subsequently collided with trees that bordered the departure end of the runway. The pilot reported no engine power anomalies during the go-around or ensuing approach.
The airplane sustained structural damage to both wings during the accident sequence.
At the time of the accident the pilot, age 72, held a private pilot certificate with airplane single engine land and instrument privileges. The pilot’s most recent flight review was completed on June 24, 2011. The pilot reported that his total flight experience was 522 hours, 354 as pilot-in-command and 296 hours in make and model. His most recent Federal Aviation Administration third class medical was issued on October 18, 2010.
The four-seat, low-wing, fixed-gear airplane was powered by a Continental IO-550 engine rated at 310-horse power and equipped with an adjustable pitch propeller. The pilot reported that the last annual inspection was completed September 10, 2010; the airframe, engine and propeller total time at inspection was approximately 950 hours.
TESTS AND RESEARCH
The engine was removed from the airframe and shipped to Continental Motors Inc. for further examination. The examination revealed that the engine was intact and no impact related damage was noted. The external surfaces of the engine were clean and undamaged. The engine accessories were in place and unremarkable. Combustion deposits were noted in the combustion chambers and on the piston heads. There was oil present on the cylinder bores. The cylinder head combustion chambers, intake and exhaust valve faces, piston heads and cylinder bores exhibit normal operating signatures. The top spark plugs were removed and no discrepancies were noted. The examination revealed no anomalies or damage.
The engine was placed in an engine run test cell. The engine was started, and operated through a series of stabilized power settings, accelerations and decelerations. The engine performed to production test standards and no anomalies were noted. A post test run engine examination revealed no anomalies or discrepancies. An engine exam report, including test data results, is contained in the public docket.