# NTSB CEN24LA236: Cirrus Design SR22T, N87AQ, Boerne, TX, June 23, 2024

- Type: NTSB accident investigation
- Classification: Accident · No injuries · Class 3 · Limited · Final report
- Date: June 23, 2024, 09:06 local (14:06 UTC)
- Place: Boerne, TX
- Coordinates: 29.723219, -98.694557 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=29.7232&lon=-98.6946&mi=10
- Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping)
- Defining event: [Takeoff: Loss of engine power (partial)](https://openairdocs.org/ntsb-events/342)
- Highest injury: No injuries
- Injuries: 3 uninjured
- Status: Completed, report November 25, 2025
- Report: Approved by Office Director
- Investigation class: Class 3
- NTSB office: Central Region
- Parties: Cirrus Aircraft, Continental Motors, FAA - San Antonio FSDO
- NTSB case key (mKey): 194530
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN24LA236
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/194530/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=194530
- Page: https://openairdocs.org/ntsb/CEN24LA236

## Probable cause

Maintenance personnel’s inadequate adjustment of fuel flow, which resulted in an excessively rich mixture, a rough-running engine, and a subsequent partial loss of engine power.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Aircraft](https://openairdocs.org/ntsb-findings/01050000): Aircraft › Aircraft power plant · Inadequate inspection (probable cause); cases with it: [Cirrus Design SR22T, 1 case](https://openairdocs.org/ntsb-findings/01050000/cases.md?model=2130004), [All aircraft, 151 cases](https://openairdocs.org/ntsb-findings/01050000/cases.md)
- [Engine fuel and control: fuel controlling system](https://openairdocs.org/ntsb-findings/01057320): Aircraft › Aircraft power plant · Incorrect service/maintenance (probable cause); cases with it: [Cirrus Design SR22T, 1 case](https://openairdocs.org/ntsb-findings/01057320/cases.md?model=2130004), [All aircraft, 59 cases](https://openairdocs.org/ntsb-findings/01057320/cases.md)
- [Maintenance: scheduled/routine maintenance](https://openairdocs.org/ntsb-findings/02062010): Personnel issues › Task performance · Maintenance personnel (probable cause); cases with it: [Cirrus Design SR22T, 2 cases](https://openairdocs.org/ntsb-findings/02062010/cases.md?model=2130004), [All aircraft, 320 cases](https://openairdocs.org/ntsb-findings/02062010/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Takeoff: 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)
- [Takeoff-rejected takeoff: Runway excursion](https://openairdocs.org/ntsb-events/300); cases with it: [Cirrus Design SR22T, 13 cases](https://openairdocs.org/ntsb-events/300/sequence.md?model=2130004), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md)
- [Takeoff-rejected takeoff: 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

During takeoff, a crew alerting system (CAS) message for fuel flow illuminated. The flight instructor reported that the engine immediately began “sputtering” and did not provide sufficient power to climb. The flight instructor attempted to land the airplane on the remaining available runway but was unable to stop the airplane before it departed the end of the runway and impacted a fence, resulting in substantial damage to both wings. Postaccident engine examination, which included an engine run, revealed that when the throttle was advanced to the full forward position, a fuel flow of about 44 gallons per hour (gph) and a manifold pressure of about 37 inches of mercury (inHg) were observed before the engine began experiencing fuel flows that were too high to support combustion. One instructor at the flight school stated that the high fuel flow was a common issue with the airplane. However, the flight instructor who was flying the airplane on the accident flight stated that he was not made aware of fuel flow related anomalies with the airplane before the accident. After the accident, the fuel flow was adjusted and the engine operated with no anomalies noted. The fuel flow was likely not properly set during recent maintenance, resulting in an excessively high fuel flow, an extremely rich mixture, a rough-running engine, and a partial loss of engine power.

## Factual narrative

On June 23, 2024, about 0906 central daylight time, a Cirrus SR22T airplane, N87AQ, was substantially damaged when it was involved in an accident at Boerne Stage Field (5C1), Boerne, Texas. The pilot receiving instruction, flight instructor, and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight. According to the flight instructor, the preflight inspection and engine run-up were normal. During takeoff, about 20 to 30 ft above the runway, a CAS message for fuel flow illuminated. The engine immediately began “sputtering” and did not provide sufficient power to climb. The flight instructor attempted to land the airplane on the remaining available runway but was unable to stop the airplane before it departed the runway and impacted a fence, resulting in substantial damage to both wings. Cirrus Mandatory Service Bulletin SB2X-42-18R3 issued September 12, 2019 includes a software change to include a CAS message for fuel flow in excess of 42 gph. The Cirrus SR22T Pilot’s Operating Handbook states, in part: Excessively high fuel flows may lead to a loss of engine power and may cause the engine to fail. If fuel flow exceeds 42 gph, maintenance is required. A review of onboard data revealed that fuel flow to the engine peaked at about 45 gph on the accident flight. Postaccident examination of the airplane and engine was performed. The engine was started and idled around 1,200 rpm to bring it to operating temperatures. The power lever was moved to the full forward position and the fuel flow immediately increased to about 44 gph and the manifold pressure increased to about 37 inHg. The engine began to run rough and black smoke was observed from the exhaust. The power lever was brought back to 1,000 rpm and the engine was shut down. No other anomalies were found during the engine run. A review of maintenance logs revealed that the airplane had undergone a 100-hr inspection on June 7, 2024, 15 flight hours before the accident. The maintenance logs indicate that, during the inspection, the mechanic performed engine set up in accordance with Cirrus SR22T Airplane Maintenance Manual (AMM) 73-20 and Continental Motors Maintenance Manual M-18. An operational check was performed with no discrepancies noted by the mechanic. M-18 references the use of Continental Motors Maintenance Manual M-0 for engine inspection and service, including an engine operational checklist. However, the mechanic was unable to provide documentation of the operational check, including the unmetered fuel pressure, manifold pressure, fuel flow at 2,500 rpm, or the idle rpm rise as should have been recorded per the AMM. The airplane’s remote data module was sent to the NTSB Vehicle Recorders Laboratory for data recovery. The data revealed that the fuel flow reached at least 42 gph on several previous flights. According to a flight instructor who had previously flown the airplane, he received an indication for a fuel flowanomaly each of the four times he flew the airplane. The instructor stated that the high fuel flow was known to be a common issue with the airplane. However, the flight instructor who was flying the airplane on the accident flight stated that he was not made aware of the fuel flow anomaly. The purchaser of the airplane after the accident reported that he found the fuel flow was set too high and that he adjusted it before flight. Following the adjustment, the airplane operated on a 1,000-mile flight with no anomalies reported.

## Aircraft

- Registration: [N87AQ](https://openairdocs.org/aircraft/N87AQ), registered now, S/N 1531, built 2017 (OpenAirDocs)
- Reported make and model: CIRRUS DESIGN CORP SR22T
- 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: 1531
- Year built: 2017
- Airframe hours: 1379.7
- Engines: Continental TSIO-550-K 310 horsepower reciprocating
- Damage: Substantial damage
- Flight: Instructional, Part 91
- Operator: Texas Skies Flight School
- Registered owner: Marshall Air LLC
- Airworthiness certificate: Standard, Normal
- Last inspection: 100 hour, June 7, 2024, 15 hours before
- Departed: 5C1, Boerne, TX
- Destination: TDW, Amarillo, TX
- Flight plan: IFR
- Airport: 5C1, Boerne Stage Airfield, runway 17, 5,006 × 60 ft, asphalt
- Equipment: Auto-pilot, Airframe parachute, ADS-B, Stall warning system, Electronic primary flight display, Electronic multifunction display

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Flight instructor; age 24; injuries: none; commercial, flight instructor; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review April 17, 2024; seat: right; restraint: 4-point; flight hours: 401.8 total, 3.5 in this make and model, 313.3 as pilot in command, 66.9 in the last 90 days, 10.4 in the last 30 days, 1.8 in the last 24 hours
- Pilot; age 52; injuries: none; private; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; seat: left; restraint: 4-point; flight hours: 131 total, 0 in this make and model, 75.2 as pilot in command, 9.9 in the last 90 days, 2 in the last 30 days

## Weather

- Conditions: Visual (VMC), Day
- Wind: 50° at 3 knots
- Visibility: 10 statute miles
- Temperature: 81 °F, dew point 70 °F
- Altimeter: 30.02 inHg
- Observed at: KSAT, 15 nm away
- METAR: KSAT 231351Z 05003KT 10SM FEW250 27/21 A3002 RMK AO2 SLP145 T02670211

## FAA reports on this event (1)

The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs).

- [Incident 20240623011359I](https://openairdocs.org/incident/20240623011359I), Jun 23, 2024: Cirrus Design Corp SR22T, Boerne, TX, Substantial damage. On June 23, 2024, at approximately 0906 CDT, aircraft [privacy data omitted] suffered a loss of engine power during takeoff from Boerne Stage airfield (5C1)…

## Docket (22 files)

The files NTSB released with the investigation on November 25, 2025, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=194530. 92.9 MB in all.

- Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 9 pages, 3.9 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17360287&FileExtension=pdf&FileName=N87AQ%206120%20form_Redacted-Rel.pdf
- Flight time matrix - pilot (item 2, PDF, 1 page, 187 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19331166&FileExtension=pdf&FileName=6120%20flight%20time%20matrix%20Childs_Redacted-Rel.pdf
- Flight time matrix - CFI (item 3, PDF, 1 page, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19330542&FileExtension=pdf&FileName=6120%20flight%20time%20matrix%20Mastriani-Rel.pdf
- Investigation photographs (item 4, PDF, 5 pages, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19457144&FileExtension=pdf&FileName=Photo%20Array-Rel.pdf
- Record of conversation - previous CFI (item 5, PDF, 1 page, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19332007&FileExtension=pdf&FileName=Everett%20MOR-Rel.pdf
- Pilot and passenger statements (item 6, PDF, 3 pages, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17360063&FileExtension=pdf&FileName=N87AQ%20Statements%206-23-24_Redacted-Rel.pdf
- Record of conversation - mastriani (item 7, PDF, 1 page, 63 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19457507&FileExtension=pdf&FileName=Mastriani%20MOR-Rel.pdf
- Cirrus SR22T POH excerpt (item 8, PDF, 1 page, 46 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19550013&FileExtension=pdf&FileName=POH%20Fuel%20Flow%20Excerpt-Rel.pdf
- Maintenance records (item 9, PDF, 2 pages, 70.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19325000&FileExtension=pdf&FileName=Pages%20from%20MX%20Logs_Redacted-Rel.pdf
- SD card data (item 10, CSV, 778 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17360415&FileExtension=csv&FileName=log_240623_074320_5C1-Rel.csv
- Email correspondence (item 11, PDF, 2 pages, 295 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19329237&FileExtension=pdf&FileName=Atilano%20Email_Redacted-Rel.pdf
- Record of conversation - new owner (item 12, PDF, 1 page, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19330986&FileExtension=pdf&FileName=Ross%20MOR-Rel.pdf
- Cirrus amm 73-20 (item 13, PDF, 8 pages, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19331809&FileExtension=pdf&FileName=Cirrus%20AMM%2073-20-Rel.pdf
- Release of aircraft wreckage, NTSB form 6120.15 (item 14, PDF, 1 page, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18037825&FileExtension=pdf&FileName=CEN24LA236%20wreckage%20release_SIGNED_Redacted-Rel.pdf
- Recoverable data module - specialist's factual report (item 15, PDF, 5 pages, 6 photos, 8.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18882306&FileExtension=pdf&FileName=Recoverable%20Data%20Module%20-%20Specialist%27s%20Factual%20Report-Rel.pdf
- Recoverable data module - attachment 1 (accident data) (item 16, CSV, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18884058&FileExtension=csv&FileName=Recoverable%20Data%20Module%20-%20Attachment%201%20(accident%20data)-Rel.csv
- Recoverable data module - attachment 2 (June 13) (item 17, CSV, 178 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18884139&FileExtension=csv&FileName=Recoverable%20Data%20Module%20-%20Attachment%202%20(June%2013)-Rel.csv
- Recoverable data module - attachment 3 (June 17) (item 18, CSV, 80 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=18883865&FileExtension=csv&FileName=Recoverable%20Data%20Module%20-%20Attachment%203%20(June%2017)-Rel.csv
- Fuel flow data (item 19, PDF, 3 pages, 46 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19359360&FileExtension=pdf&FileName=data_Redacted-Rel.pdf
- Service bulletin SB2X-42-18R3 (item 20, PDF, 14 pages, 109 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19549927&FileExtension=pdf&FileName=1161-Rel.pdf
- Statement of party representatives to NTSB investigation (item 21, PDF, 1 page, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19329944&FileExtension=pdf&FileName=CEN24LA236%20-%20Party%20Form%20-%20Continental_Redacted-Rel.pdf
- Statement of party representatives to NTSB investigation - Cirrus aircraft (item 22, PDF, 1 page, 146 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=17359935&FileExtension=pdf&FileName=CEN24LA236%20-%20Party%20Form%20-%20Cirrus_Redacted-Rel.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.

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