# NTSB CEN19LA002: Cirrus SR22, N729TG, Midland, TX, October 12, 2018 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: October 12, 2018, 10:45 local (15:45 UTC) - Place: Midland, TX - Coordinates: 32.034442, -102.104721 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=32.0344&lon=-102.1047&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-climb to cruise: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed, report June 29, 2020 - Report: Approved by Office Director - NTSB office: Central Region - Parties: Hartzell Engine Technologies, Inc, FAA FSDO, Cirrus Aircraft, Continental Aerospace Technology - NTSB case key (mKey): 98461 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN19LA002 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/98461/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=98461 - Page: https://openairdocs.org/ntsb/CEN19LA002 ## Probable cause The loss of engine power due to excessive fuel flow. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Fuel system](https://openairdocs.org/ntsb-findings/01022800): Aircraft › Aircraft systems · Not specified (probable cause); cases with it: [Cirrus Design SR22T, 3 cases](https://openairdocs.org/ntsb-findings/01022800/cases.md?model=2130004), [All aircraft, 181 cases](https://openairdocs.org/ntsb-findings/01022800/cases.md) - [Object/animal/substance: ground vehicle](https://openairdocs.org/ntsb-findings/03022025): Environmental issues › Physical environment · Contributed to outcome; cases with it: [Cirrus Design SR22T, 1 case](https://openairdocs.org/ntsb-findings/03022025/cases.md?model=2130004), [All aircraft, 132 cases](https://openairdocs.org/ntsb-findings/03022025/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-climb to cruise: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342) (defining event); cases with it: [Cirrus Design SR22T, 5 cases](https://openairdocs.org/ntsb-events/342/sequence.md?model=2130004), [All aircraft, 1,858 cases](https://openairdocs.org/ntsb-events/342/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cirrus Design SR22T, 9 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2130004), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Emergency descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cirrus Design SR22T, 17 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2130004), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot and passenger departed on a cross-country flight in a single-engine airplane. Shortly after takeoff and about 500 ft above ground level, the engine "surged." The pilot turned the airplane back toward the airport; however, the engine lost power. The pilot recognized the airplane would not make it back to the airport, so he deployed the airplane's parachute. The airplane descended under the parachute into a parking lot and impacted a parked automobile, which resulted in substantial damage to the airplane. The engine examination and test run noted that the engine fuel flow was high and above specified engine and airframe manufacturers' limits. Data from the airplane's data monitor also indicated that the airplane engine's fuel flow was high on the accident flight and on previous flights, although the maximum fuel flow recorded varied. A review of maintenance records revealed that the engine manifold pressure and fuel flow were adjusted in accordance with the manufacturer's maintenance manual about 3 months before the accident. ## Factual narrative On October 12, 2018, about 1045 central daylight time, a Cirrus SR22 airplane, N729TG, impacted a parking lot shortly after departing the Midland Airpark (MDD), Midland, Texas. The pilot and passenger received minor injuries, and the airplane was substantially damaged. The airplane was registered to and operated by TJG Equipment, LLC under the provisions of Title 14 Code of Federal Regulations Part 91 as a cross-country flight. The pilot reported that after departure and about 500 ft above ground level, the engine "surged". He turned back toward the airport and the engine lost power. The pilot recognized the airplane would not make it back to the airport, so he deployed the Cirrus Airframe Parachute System (CAPS). The airplane descended under the parachute into a parking lot and impacted a parked automobile. The airplane was recovered to a salvage facility. An engine examination was then conducted by the NTSB Investigator in Charge (IIC), and technical representatives from the engine and airframe manufacturers. A visual inspection and borescope examination of the engine was conducted: a damaged propeller and minor damage to the exhaust system was noted. In order to facilitate an engine test run, a replacement propeller was installed, and a fuel can was plumbed into the airplane fuel system. An engine run was then conducted, and the engine started without hesitation. The engine was operated about 1,000 rpm to bring the engine up to operation temperatures. During the engine test run, full throttle was applied: manifold pressure stabilized at 39 inHg and fuel flow reached 49 gph. [The engine manufacturer specifications are 36.6 inHg and 37.5 gph, with Cirrus specified a 40.5gph limit]. After the engine run, the turbocharger controller and wastegate actuator were removed from the airplane and sent to the manufacturer for additional testing. It was also noted that during the wastegate actuator removal, the wastegate valve appeared "stuck". After moving the valve, it appeared to move normally. The airplane's parachute was also removed and sent to Cirrus for a performance and conformity inspections. The airplane's recoverable data module (RDM) was downloaded, and a review of the data noted that on the accident flight and previous flights, the engine's fuel flow was high, including near or above the maximum limit. A review of the airplane's maintenance records revealed a maintenance entry dated July 18, 2018, that annotated the manifold pressure was set to 36.5, and fuel flow to 41gph, and rpm to 2,500, per Cirrus aircraft maintenance manual 5-30. There were no additional entries that indicated the fuel flow was later changed. The wastegate actuator and turbocharger controller were bench tested at Hartzell's Engine Technologies (HET) facility, in Montgomery, Alabama, with representatives from the NTSB, FAA, and HET present. Both units operated normally, with no discrepancies noted that would have affected normal performance. The engine was removed andshipped to the manufacturer's facility where it was placed in an engine test cell. The NTSB IIC and technical representative from the airframe and engine manufacturers conducted the test. The engine was started and ran at various power settings. It was noted that fuel flows were high, enough so that the engine would run rough, but did not experience a total loss of power. A small amount of black smoke was also observed during portions of the engine test run. Later during the test run, adjustments were made that lowered fuel flow; the engine appeared to run normally, without black smoke nor roughness. A review of Cirrus support publications revealed two publications that address potential issues with engine high fuel flows: Service Advisory SA19-01, Subject: High Boost/Prime Altitude Lockout Software Condition, which advises that high boost/prime mode be avoided in-flight, below 10,000 ft. Service Bulletin SB2x-42-17, Subject: 42-20 INTEGRATED MODULAR AVIONICS - Perspective S/W Update, which provides a 10,000 ft altitude lockout feature; and a high fuel flow CAS message, at 42 gph. ## Aircraft - Registration: [N729TG](https://openairdocs.org/aircraft/N729TG), registered now, S/N 1347 (OpenAirDocs) - Reported make and model: Cirrus SR22 (T) - Registry model: [Cirrus Design SR22T](https://openairdocs.org/model/cirrus-design-sr22t) (registry code 2130004) (OpenAirDocs) - Registry engine: [Continental TSIO-550-K](https://openairdocs.org/engine/continental-tsio-550-k) (registry code 17410, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 1347 - Year built: 2016 - Airframe hours: 582.5 - Engines: Continental TIO-550 reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: TJG Equipment LLC - Registered owner: TJG Equipment LLC - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 26, 2018 - Departed: Midland, TX - Destination: E11, Andrews, TX - Flight plan: IFR - Equipment: Data recorder, Airframe parachute ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 33; injuries: minor; airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; seat: left; restraint: 3-point; flight hours: 3,979 total, 1,468 in this make and model, 3,941 as pilot in command, 67 in the last 90 days, 16 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 180° at 9 knots - Visibility: 10 statute miles - Temperature: 68 °F, dew point 66 °F - Altimeter: 30.00 inHg - Observed at: KMDD ## 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 20181012019779A](https://openairdocs.org/incident/20181012019779A), Oct 12, 2018: Cirrus Design Corp SR22T, Midland, TX, Substantial damage. On October 12, 2018, at approximately 1045 central daylight time, N729TG, a Cirrus SR22 airplane impacted a parking lot following a loss of engine power… ## Docket (4 files) The files NTSB released with the investigation on April 21, 2020, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=98461. 8.1 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 6.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40482766&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Maintenance Records (excerpts) (item 2, .PDF, 1.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40482767&FileExtension=.PDF&FileName=Maintenance%20Records%20(excerpts)-Master.PDF - Maintenance Records Engine (excerpts) (item 3, .PDF, 854 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40482768&FileExtension=.PDF&FileName=Maintenance%20Records%20Engine%20%20(excerpts)-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 4, .PDF, 172 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40482769&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-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.