# NTSB ERA11LA124: Cirrus Design SR22, N690KY, Pittsburg, PA, January 24, 2011 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: January 24, 2011, 11:00 local (16:00 UTC) - Place: Pittsburg, PA - Coordinates: 40.488056, -80.226387 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.4881&lon=-80.2264&mi=10 - Phase of flight: [Taxi](https://openairdocs.org/ntsb-phases/250) (OpenAirDocs' grouping) - Defining event: [Taxi-to runway: Fire/smoke (non-impact)](https://openairdocs.org/ntsb-events/150) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report December 13, 2011 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: Cirrus Aircraft Corporation, FAA/FSDO - NTSB case key (mKey): 78215 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA11LA124 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/78215/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=78215 - Page: https://openairdocs.org/ntsb/ERA11LA124 ## Probable cause The pilot’s excessive engine rpm and speed during taxi and subsequent braking, which resulted in a wheel brake fire. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: use of policy/procedure](https://openairdocs.org/ntsb-findings/02063032): Personnel issues › Task performance · Pilot (probable cause); cases with it: [All aircraft, 191 cases](https://openairdocs.org/ntsb-findings/02063032/cases.md) - [Performance/control parameters: surface speed/braking](https://openairdocs.org/ntsb-findings/01062045): Aircraft › Aircraft oper/perf/capability · Incorrect use/operation (probable cause); cases with it: [All aircraft, 238 cases](https://openairdocs.org/ntsb-findings/01062045/cases.md) - [Performance/control parameters: surface speed/braking](https://openairdocs.org/ntsb-findings/01062045): Aircraft › Aircraft oper/perf/capability · Capability exceeded; cases with it: [All aircraft, 238 cases](https://openairdocs.org/ntsb-findings/01062045/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Taxi-to runway: Fire/smoke (non-impact)](https://openairdocs.org/ntsb-events/150) (defining event); cases with it: [All aircraft, 504 cases](https://openairdocs.org/ntsb-events/150/sequence.md) ## Analysis According to the pilot, he was given instructions to taxi from the fixed base operator to the runway. After reaching the runway, he initiated the takeoff checklist. The pilot increased the engine rpm per the checklist and the airplane moved forward slightly. According to the pilot, as pressure was applied to the brakes, the right brake "popped" and the right pedal “lost all pressure.” The airplane started a 180 degree turn to the left and the engine was shutdown. Smoke was coming from under the right wing and the tower was alerted. As the pilot and passenger exited the airplane, they observed flames around the base of the wheel pant and the pilot attempted to extinguish the fire unsuccessfully. Data retrieved from the multi-function display revealed that while taxiing, the engine power reached 1,100 to 1,900 rpm and the ground speed was 30 mph. Review of the airplane’s pilot operating handbook revealed that the maximum recommended continuous engine power for taxiing is 1,000 rpm. If the engine power is exceeded and proper braking procedures are not observed during taxi, wheel brake damage or fire could occur. Portions of the right brake assembly were either heavily fire damaged or destroyed. Examination of the left brake assembly revealed no evidence of a mechanical malfunction. ## Factual narrative On January 24, 2011, at 1100 eastern standard time, a Cirrus SR-22, N690KY, registered to Functional Pathways Preferred of Tennessee LLC, and operated by an airline transport pilot had a brake and wheel fire during taxi at the Pittsburgh International Airport (PIT), Pittsburgh, Pennsylvania. The personal flight was operated under the provisions of 14 Code of Federal Regulations Part 91 and an instrument flight rule (IFR) flight plan was filed. Visual meteorological conditions prevailed. The airline transport pilot and passenger were not injured, and the airplane received substantial damage. The flight was originating at the time of the accident. According to the pilot, after conducting a preflight inspection he obtained his IFR clearance. He was given taxi instructions to taxi from the fixed base operator to runway 10R. During the taxi the pilot stated that he did not have any indication of trouble from the brakes, and normal braking pressures were used to control the aircraft. Upon reaching runway 10R, the takeoff checklist was started. The pilot increased the engine rpm as per the checklist and the airplane moved forward slightly. As pressure was applied to the brakes, the right brake "popped" and the right pedal lost all pressure. The airplane started a 180° turn to the left and the engine was shutdown. Smoke was coming from under the right wing and the tower was alerted. As the pilot and passenger exited the airplane they observed that the smoke was coming from the right wheel pant. Flames began to show around the base of the wheel pant and the pilot attempted to extinguish the fire unsuccessfully. The airport fire fighting crew arrived and extinguished the fire. According to a Federal Aviation Administration inspector who subsequently examined the airplane, the right wheel assembly was heavily fire damaged and broken away from the strut. The strut coating was burnt to the fibers, and the underside of the wing was heavily blistered. Further examination revealed that the remaining wheel assembly components were destroyed by fire. Examination of the left brake assembly did not revealed any evidence of mechanical failure. The airplane was equipped with an Avidyne avionics system which consisted of a multi-function display (MFD). The data from the MFD was extracted and analyzed by the National Transportation Safety Board's Vehicle Recorder Division. The data indicated that the pilot reached ground speeds of 30 knots and engine power during taxi ranged from 1,100 to 1,900 rpm. Review of the airplane's pilot operating handbook revealed that the maximum recommended continuous engine power for taxiing is 1,000 rpm. If the engine power is exceeded and proper braking procedures are not observed during taxi, wheel brake damage or fire could occur. ## Aircraft - Registration: N690KY (not matched to a registry record) - Reported make and model: CIRRUS DESIGN CORP SR22 - Category: Airplane - Serial number: 1930 - Airframe hours: 1231 - Engines: CONT MOTOR IO-550-N 310 horsepower reciprocating - Damage: Substantial damage - Fire: On-Ground - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 11, 2010, 229 hours before - Departed: PIT, Pittsburg, PA - Destination: TYS, Knoxville, TN - Flight plan: IFR - Airport: PIT, Pittsburgh International ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 31; injuries: none; airline transport, flight instructor; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 2, without waivers/limitations; last flight review August 11, 2010; seat: left; flight hours: 4,700 total, 450 in this make and model, 4,500 as pilot in command, 100 in the last 90 days, 36 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 110° at 6 knots - Visibility: 10 statute miles - Lowest ceiling: 5,500 ft broken - Temperature: 57 °F, dew point 3 °F - Altimeter: 30.32 inHg - Observed at: PIT ## 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 20110124007399A](https://openairdocs.org/incident/20110124007399A), Jan 24, 2011: Cirrus Design Corp SR22, Pittsburgh, PA, Substantial damage. Pilot had a long taxi from FBO to rwy 10R pit where run-up was initiated. During run-up rt main gear and strut assembly separated from a/c due to fire. A/c… ## Docket (14 files) The files NTSB released with the investigation on October 31, 2011, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=78215. 1.3 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 294 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40349335&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Other Pertinent Forms and Reports-Pilot Statement (item 2, .PDF, 21 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40349336&FileExtension=.PDF&FileName=Other%20Pertinent%20Forms%20and%20Reports-Pilot%20Statement-Master.PDF - Miscellaneous-FAA Statement (item 3, .PDF, 20 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40349439&FileExtension=.PDF&FileName=Miscellaneous-FAA%20Statement-Master.PDF - Other Pertinent Forms and Reports-Aerial view ground plot (item 4, .PDF, 93 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40349338&FileExtension=.PDF&FileName=Other%20Pertinent%20Forms%20and%20Reports-Aerial%20view%20ground%20plot-Master.PDF - Miscellaneous-POH safety information taxi power (item 5, .PDF, 24 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40349339&FileExtension=.PDF&FileName=Miscellaneous-POH%20safety%20information%20taxi%20power-Master.PDF - Miscellaneous-POH Safety Information Sec.10: Proper Braking Practices (item 6, .PDF, 28 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40349340&FileExtension=.PDF&FileName=Miscellaneous-POH%20Safety%20Information%20Sec.10%3A%20Proper%20Braking%20Practices-Master.PDF - Miscellaneous-POH SR22 Pages Taxiing (item 7, .PDF, 21 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40349341&FileExtension=.PDF&FileName=Miscellaneous-POH%20SR22%20Pages%20Taxiing-Master.PDF - Cockpit Displays Factual Report (item 8, .PDF, 1 photo, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40350298&FileExtension=.PDF&FileName=Cockpit%20Displays%20Factual%20Report-Master.PDF - Photo 1- View of strut and wing fire damage (item 9, .PDF, 85 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40349342&FileExtension=.PDF&FileName=Photo%201-%20View%20of%20strut%20and%20wing%20fire%20damage-Master.PDF - Photo 2- View of fire damaged strut assembly (item 10, .PDF, 123 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40349343&FileExtension=.PDF&FileName=Photo%202-%20View%20of%20fire%20damaged%20strut%20assembly-Master.PDF - Photo 3-View of fire damaged brake assembly (item 11, .PDF, 145 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40349344&FileExtension=.PDF&FileName=Photo%203-View%20of%20fire%20damaged%20brake%20assembly-Master.PDF - Photo 4- view of fire damaged brake assembly aftside (item 12, .PDF, 141 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40349345&FileExtension=.PDF&FileName=Photo%204-%20view%20of%20fire%20damaged%20brake%20assembly%20aftside-Master.PDF - Photo 5-View of wheel assembly (item 13, .PDF, 137 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40349346&FileExtension=.PDF&FileName=Photo%205-View%20of%20wheel%20assembly-Master.PDF - Evidence Control Form (item 14, .PDF, 58 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40350060&FileExtension=.PDF&FileName=Evidence%20Control%20Form-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.