# NTSB CEN17LA263: Cirrus Design SR22, N929DE, Corydon, IA, July 9, 2017 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: July 9, 2017, 16:19 local (21:19 UTC) - Place: Corydon, IA - Coordinates: 40.775276, -93.23278 - Nearby events: https://openairdocs.org/map.md?lat=40.7753&lon=-93.2328&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: Serious injuries - Injuries: 2 serious - Status: Completed, report July 5, 2018 - Report: Approved by Office Director - NTSB office: Central Region - Parties: Federal Aviation Administration, Continental Motors Inc, Cirrus Aircraft - NTSB case key (mKey): 95548 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN17LA263 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/95548/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=95548 - Page: https://openairdocs.org/ntsb/CEN17LA263 ## Probable cause A total loss of engine power for reasons that could not be determined because postaccident examination of the engine and airframe did not reveal any anomalies that would have precluded normal operation. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Cirrus Design SR22, 25 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=2130001), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) - [Object/animal/substance: tree(s)](https://openairdocs.org/ntsb-findings/03022020): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Cirrus Design SR22, 11 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md?model=2130001), [All aircraft, 933 cases](https://openairdocs.org/ntsb-findings/03022020/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Cirrus Design SR22, 50 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2130001), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Emergency descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cirrus Design SR22, 113 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2130001), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis Before takeoff, the private pilot completed an engine run-up and noted no anomalies. However, witnesses and the passenger described the engine as "pinging," "popping," and "skipping a beat" during the takeoff roll and shortly after takeoff. The pilot turned the airplane on course toward the destination when the "engine started sputtering and died." The pilot attempted an engine restart by turning on the fuel boost pump, switching fuel tanks, checking the mixture lever, and cycling the magneto switch; he was unable to restart the engine. Due to the low altitude at the time of the loss of engine power, the pilot did not deploy the airframe parachute system and instead performed a forced landing to a wooded area. Damage to the crankshaft prevented a functional test of the engine; however, a teardown examination revealed no mechanical anomalies that would have precluded normal operation. ## Factual narrative On July 9, 2017, about 1619 central daylight time, a Cirrus SR22 airplane, N929DE, impacted trees during a forced landing following a loss of engine power near Corydon, Iowa. The private pilot and passenger sustained serious injuries, and the airplane sustained substantial damage. The airplane was registered to Lakeview Aviation LLC and operated by a private individual under Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident, and a flight plan was not filed. The flight departed the Corydon Airport (0E9) about 1614 and was destined for the Centerville Municipal Airport (TVK), Centerville, Iowa. Prior to takeoff, the pilot completed an engine run-up with no problems noted. Shortly after takeoff, the pilot turned the airplane toward TVK when the "engine started sputtering and died." The pilot attempted an engine restart by turning on the boost pump, switching fuel tanks, checking the mixture lever, and cycling the magneto switch; however, the engine restart was unsuccessful. Due to the low altitude at the time of the loss of engine power, the pilot did not deploy the Cirrus Airframe Parachute System and performed a forced landing to a wooded area. The pilot reported the airplane contained 40 gallons of fuel at the time of takeoff. According to the passenger, who was interviewed by a Federal Aviation Administration inspector after the accident, the pilot planned to go to TVK for fuel since there was no fuel at 0E9. During the turn toward TVK, she heard and felt the engine lose power. She stated the pilot attempted to restart the engine, but nothing he was doing was working. The passenger reported that the airplane usually sounds like a hot rod car, but after takeoff, it sounded like it kept skipping a beat. According to local authorities and witnesses, the airplane departed 0E9 after a local fly-in event. Witnesses described the engine as "pinging or popping" during the takeoff roll. The airplane departed the grass runway and witnesses lost sight of the airplane. One witness became concerned based on his observation of the airplane during the takeoff about whether the airplane had crashed. The witness then departed in his airplane to search for the accident airplane. The airplane was located by search personnel about 1/2 miles east of 0E9. The airplane came to rest upright and right-wing low in the trees about 10 ft above the ground. Both wings and the forward fuselage structure were fragmented. The instrument panel, firewall, and engine were displaced down toward the terrain. The three-bladed propeller assembly was separated from the engine. The engine crankshaft propeller flange remained attached to the propeller hub, and the engine crankshaft was fractured near the flange. A Garmin Aera 796 GPS device was recovered from the accident site and sent to the National Transportation Safety Board (NTSB) for examination and data extraction. The device was undamaged anddata was downloaded normally using the manufacturer's software. The data extracted included one track log session which consisted of 9,999 data points from multiple events ranging from April 20, 2017, to July 9, 2017. The accident flight was recorded which started at 16:14:55 and ended at 16:19:34. An Avidyne Multifunction Display (MFD) Compact Flash Card was recovered from the cockpit MFD and sent to the NTSB Vehicle Recorder Laboratory for examination and data extraction. An examination revealed the compact flash card was undamaged. The card would not read in an NTSB surrogate unit, and a binary copy was sent to Avidyne for further examination. According to Avidyne, the MFD unit was not configured to record, and no non-volatile memory data was available. On October 24, 2017, at Continental Motors Inc., Mobile, Alabama, the engine was examined and disassembled under the supervision of the NTSB investigator-in-charge. Due to a bent engine crankshaft, the engine could not be functionally tested. Disassembly of the engine and functional testing of the engine components revealed no anomalies that would have precluded normal operation. A reason for the loss of engine power could not be determined. ## Aircraft - Registration: [N929DE](https://openairdocs.org/aircraft/N929DE), registered now, S/N 0293, built 2002 (OpenAirDocs) - Reported make and model: CIRRUS DESIGN CORP SR22 (NO SERIES) - Registry model: [Cirrus Design SR22](https://openairdocs.org/model/cirrus-design-sr22) (registry code 2130001) (OpenAirDocs) - Registry engine: [Continental IO-550 series](https://openairdocs.org/engine/continental-io-550-series) (registry code 17042, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 0293 - Year built: 2002 - Airframe hours: 896 - Engines: CONT MOTOR IO-550-N7 310 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, February 16, 2017, 35 hours before - Departed: 0E9, Corydon, IA - Destination: TVK, Centerville, IA - Equipment: Airframe parachute, Auto-pilot, Stall warning system ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 63; injuries: serious; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review April 27, 2017; seat: left; restraint: 4-point; flight hours: 1,260 total, 34 in this make and model, 1,260 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 220° at 10 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 88 °F, dew point 70 °F - Altimeter: 29.95 inHg - Observed at: TVK, 16 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20170709022399A](https://openairdocs.org/incident/20170709022399A), Jul 9, 2017: Cirrus Design Corp SR22, Corydon, IA, Destroyed. On July 9 N929DE piloted by a private pilot departed the Corydon Airport in Corydon IA. It is reported by witness, the passenger, and PIC that immediately… ## Docket (13 files) The files NTSB released with the investigation on January 31, 2018, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=95548. 11.1 MB in all. - Cockpit Display - Specialist's Factual Report (item 1, .PDF, 23 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40459695&FileExtension=.PDF&FileName=Cockpit%20Display%20-%20Specialist%27s%20Factual%20Report-Master.PDF - NTSB GPS Report (item 2, .PDF, 43 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40459696&FileExtension=.PDF&FileName=NTSB%20GPS%20Report-Master.PDF - NTSB GPS Report Attachment (item 3, .PDF, 285 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40459697&FileExtension=.PDF&FileName=NTSB%20GPS%20Report%20Attachment-Master.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 4, .PDF, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40459698&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - FAA Inspector Statement (item 5, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40459699&FileExtension=.PDF&FileName=FAA%20Inspector%20Statement-Master.PDF - FAA Pilot Interview Summary (item 6, .PDF, 22 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40459700&FileExtension=.PDF&FileName=FAA%20Pilot%20Interview%20Summary-Master.PDF - FAA Passenger Interview Summary (item 7, .PDF, 27 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40459701&FileExtension=.PDF&FileName=FAA%20Passenger%20Interview%20Summary-Master.PDF - CMI Engine Report (item 8, .PDF, 3.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40459702&FileExtension=.PDF&FileName=CMI%20Engine%20Report-Master.PDF - Excerpt of Airframe Logbook (item 9, .PDF, 772 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40459703&FileExtension=.PDF&FileName=Excerpt%20of%20Airframe%20Logbook-Master.PDF - Excerpt of Engine Logbook (item 10, .PDF, 1.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40459704&FileExtension=.PDF&FileName=Excerpt%20of%20Engine%20Logbook-Master.PDF - Statement of Party Representatives to NTSB Investigation (Cirrus) (item 11, .PDF, 231 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40459705&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation%20(Cirrus)-Master.PDF - Statement of Party Representatives to NTSB Investigation (CMI) (item 12, .PDF, 468 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40459706&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation%20(CMI)-Master.PDF - Photo Array (item 13, .PDF, 6 photos, 1.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40459707&FileExtension=.PDF&FileName=Photo%20Array-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.