Cirrus Design Corp. SR22 accident near Ogden, Utah, December 10, 2020

The NTSB's narrative final · quoted from the NTSB record

The pilot reported that during takeoff on runway 17, the engine ran smoothly, and the airplane became airborne “in the usual spot.” During the initial climb, the pilot noticed a loss of power that prevented the airplane from continuing to climb, and he initiated a right turn to land on runway 3. During the landing roll, he realized the airplane would not stop with maximum braking. The pilot added that he tried to pull the parachute handle, but it did not activate during the accident sequence. The pilot further stated that he used his right hand to pull the handle as he was flying with this left and could not recall how much force he was able to pull the handle with. The airplane exited the right side of the runway and came to rest upright beyond the departure end of the runway. Examination of the airframe parachute system revealed no evidence of a mechanical failure or malfunction that would have precluded normal operation. It’s likely that the parachute did not deploy due to the pilot not exerting enough force on the deployment handle. Recorded data from the avionics display showed that during takeoff, the manifold pressure had increased to 34.81 inches, and decreased to 25.55 inches about 7 seconds later. The engine rpm reduced from about 2,650 to about 2,478. The data showed that rpm remained about 2,600, with manifold pressure around 25 inches, throughout the duration of the flight until power was reduced for landing. Postaccident examination of the engine revealed that the sensing line from the left intercooler to the pressure controller was hand tight at the control unit. The right-side turbocharger shaft nut was found in the inlet of the turbine along with significant damage to the turbine inlet housing. Examination of the induction system revealed that one of the induction tubes and clamp were crushed, and the remainder were intact. The increase in manifold pressure during takeoff most likely was the result of the loose sensing line between the left intercooler and pressure controller. Furthermore, while it is possible that a loose induction tube clamp would result in a decrease in manifold pressure, it could not be determined due to post impact damage sustained to the induction system. The right-side turbocharger shaft nut found loose was most likely a result of impact damage to the turbocharger from the accident sequence.

The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.