HISTORY OF FLIGHT On July 12, 2003, approximately 0800 mountain daylight time, a Cirrus Design Corp., SR-20, N27SJ, registered to and operated by the pilot as a 14 CFR Part 91 personal flight, impacted the terrain near Fish Haven, Idaho. Visual meteorological conditions prevailed at the time and no flight plan was filed. The aircraft was substantially damaged and the private pilot was seriously injured. The aircraft departed from Ogden, Utah, about 30 minutes prior to the accident. During telephone interviews and subsequent written statements, the pilot reported that he was making a low pass over a private airstrip, about 100 feet above ground level, with no intent to land. The pilot stated that as he approached the airstrip he reduced power to 120 knots, and selected 50% flap extension. The aircraft slowed to 100 knots and the pilot selected 100% flap extension, and added power to 75%. As the aircraft passed by the wind sock located on the east end of the approximate 1,000 foot long airstrip, the pilot added full power and selected 50% flap retraction and pitched up with a slight left turn. The pilot stated that everything seemed fine for about 3-5 seconds when he felt the "sink". The pilot stated that he was aware that he was "going down and turned left to avoid heading directly into the hill, and crashed cross hill." The pilot further reported that when he added full power and selected the flaps to 50%, he pushed the altitude hold to cancel, with an added statement, "I might have pushed the PTT (push-to-talk) instead 1st, I do that occasionally." The pilot did not make a radio transmission. After the aircraft came to rest, and as the pilot was climbing out of the aircraft, he stated, "...I specifically looked at the Flaps because I knew what had happened by the "Feel" of the sink. At that moment I concluded I had screwed up." AIRCRAFT INFORMATION During a telephone interview several days after the accident and in a subsequent written statement, the pilot reported that he believed that, "I would NEVER go from 100% to Zero flaps." Additional, the pilot stated that several times, while the aircraft was on the ground, the flaps retracted from 100% to 0 when the flap setting was selected to 50%. This problem occurred even though there were no radio transmissions during flap movement. The pilot stated that he reported this discrepancy to the Cirrus Design Factory Service Center who accomplished the last annual inspection on the aircraft prior to the accident. The annual inspection was signed off on December 10, 2002, at a total airframe time of 404.3 hours. During the inspection, Service Bulletin 20-27-05 was accomplished. The bulletin reported that "The flaps may stop or stop and reverse if the COM push-to-talk (PTT) button is pressed while the flaps are in transit to the 50% position from either 0% or 100% position." The bulletin recommended owners to install EMI suppression cores on the flap wiring between the proximity switches and the flap circuit card. It was determined that radio transmissions were inducing voltage into the flap motor proximity switches that caused the flaps to stop, continue past their selected position or reverse. A review of the airframe maintenance logbook did not indicate any maintenance actions were taken in reference to the pilot's flap system discrepancies. At the time of the accident, the aircraft had accumulated approximately 164 hours since the annual inspection with no report from the pilot of a flap problem during this time. WRECKAGE AND IMPACT INFORMATION A Federal Aviation Administration Inspector from the Salt Lake City, Utah, Flight Standards District Office responded to the accident site. The Inspector reported that the flap switch was found in the full up position. The wing flaps were visually confirmed in the fully retracted position The private dirt/grass surface airstrip identified as J-Lazy-M Ranch is approximately 1,000 feet in length and aligned approximately east to west with an uphill grade estimated to be approximately 10 degrees. The terrain beyond the airstrip rises to the west. Power lines run perpendicular to the airstrip on the west (uphill) end. The airstrip elevation is 6,190 feet. Surrounding terrain rises to about 10,400 feet. The aircraft came to rest about 600 feet south of the airstrip and was aligned on a 235 degree magnetic bearing. The aircraft was flat on its belly. Ground signatures and damage to the aircraft indicated that the aircraft struck the ground first with the right wing tip. The aircraft skidded approximately 60 feet before coming to rest. The landing gear collapsed/separated from the fuselage. All flight control surfaces remained attached to their respective hinges. ADDITIONAL INFORMATION The aircraft was recovered from the accident site by personnel from Air Transport, Phoenix, Arizona. After the recovery, maintenance personnel gained access to the flap actuator motor. The mechanic measured the position of the actuator cylinder which was later verified by Cirrus Design personnel that the flaps were in the fully retracted position. The Cirrus Design SR20, Pilot's Operating Handbook indicates that the electrically controlled, single-slotted flaps are selectively set to three positions: 0%, 50% (16 degrees) and 100% (32 degrees), by operating the FLAP control switch. The FLAP control switch positions the flaps through a motorized linear actuator mechanically connected to both flaps by a torque tube. The handbook further indicates that the airfoil-shaped FLAPS control switch is located at the bottom of the vertical section of the center console. The control switch is marked and has detents at three positions: UP (0%), 50% and 100% (down). Setting the switch to the desired position will cause the flaps to extend or retract to the appropriate setting. An indicator light at each control switch position illuminates when the flaps reach the selected position. The UP (0%) light is green and the 50% and FULL (100%) lights are yellow.