# NTSB ERA22LA109: Cirrus Design SR22, N879CD, Lexington, SC, January 13, 2022 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: January 13, 2022, 13:26 local (18:26 UTC) - Place: Lexington, SC - Coordinates: 34.025668, -81.375437 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=34.0257&lon=-81.3754&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute: Powerplant sys/comp malf/fail](https://openairdocs.org/ntsb-events/340) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Eastern Region Aviation - Parties: Hartzell Propeller / Hartzell Engine Technologies, FAA/FSDO - NTSB case key (mKey): 104526 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA22LA109 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/104526/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=104526 - Page: https://openairdocs.org/ntsb/ERA22LA109 ## Probable cause A loss of engine power due to a shift of the No. 3 main journal bearing, which resulted in blocked oil ports that restricted oil to the engine’s internal components and a subsequent catastrophic engine failure. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Engine (reciprocating)](https://openairdocs.org/ntsb-findings/01058500): Aircraft › Aircraft power plant · Damaged/degraded (probable cause); cases with it: [Cirrus Design SR22, 6 cases](https://openairdocs.org/ntsb-findings/01058500/cases.md?model=2130001), [All aircraft, 497 cases](https://openairdocs.org/ntsb-findings/01058500/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute: Powerplant sys/comp malf/fail](https://openairdocs.org/ntsb-events/340) (defining event); cases with it: [Cirrus Design SR22, 10 cases](https://openairdocs.org/ntsb-events/340/sequence.md?model=2130001), [All aircraft, 820 cases](https://openairdocs.org/ntsb-events/340/sequence.md) - [Enroute: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341); 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: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cirrus Design SR22, 31 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2130001), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) ## Analysis The pilot reported that during cruise flight the oil annunciator light illuminated, the oil pressure decreased to zero, and the engine tachometer neared its maximum limit. Soon thereafter, the engine lost power. During the forced landing, the pilot activated the whole airplane parachute system at an altitude of about 2,000 ft above ground level. The airplane descended via the parachute and landed upright in a lake. The pilot and passenger were able to swim to shore and were not injured. The airplane’s fuselage and left elevator were substantially damaged during the landing. Postaccident examination of the engine revealed that all of the crankshaft connecting rod journals showed evidence of lubrication distress. Additionally, the No. 3 main journal bearing shifted, resulting in the blockage of the oil ports and elongation of the crankcase lock slot. The No. 6 connecting rod bearing was fused to the crankshaft journal. The No. 1 cylinder rod bearings were fused together on the crankshaft, and the bearing surface was smeared and torn. The bearing metal melted and re-solidified along the edges. It is likely that the shift of the No. 3 main journal bearing blocked the oil port and restricted oil to the engine and propeller, resulting in destruction of the bearing of the No. 6 cylinder. This likely resulted in the fracture of the connecting rod, breach of the crankcase, and the catastrophic failure of the engine. The engine overspeed reported by the pilot is consistent with a loss of oil pressure to the propeller governor, which would have lowered the blade pitch and increased engine rpm. Review of maintenance logbook records revealed the No. 2 cylinder was replaced about 500 hours before the accident flight, at which time the engine had accumulated about 2,420 hrs. It is possible that the crankcase thru bolts were incorrectly torqued after the No. 2 cylinder change about 500 hours before the accident flight, which could have resulted in a shift of the No. 3 main journal bearing. ## Factual narrative On January 13, 2022, about 1326 eastern standard time, a Cirrus SR-22, N879CD, was substantially damaged when it was involved in an accident near Lexington, South Carolina. The pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the pilot, a preflight inspection of the airplane was conducted with no anomalies noted. He stated, “I checked the oil quantity and added one quart of oil.” The pilot conducted a run-up and departed for Charleston Air Force Base/International Airport (CHS), Charleston, South Carolina, on a visual flight rules (VFR) flight plan about 1300. About 20 minutes into the flight, at 5,500 ft, the pilot reported seeing a red oil annunciator light illuminate, which was followed by the oil pressure gauge falling to zero pressure. The pilot stated that the engine tachometer was near red line and that the engine sounded like it was over speeding, so he reduced the throttle to slow the engine. Soon thereafter, the engine stopped producing power and smoke emanated from the engine compartment. He radioed air traffic control and reported an emergency, then started looking for a place to land. He was over the middle of a large lake (Lake Murray), so he held off deploying the Cirrus Airframe Parachute System (CAPS) until he was closer to the shoreline. At 2,000 ft he deployed the CAPS and the airplane slowly descended to the water. The airplane remained afloat for a few minutes and continued to drift toward the shoreline with the parachute still inflated; however, the airplane eventually started to float further from the shore. At that point, the pilot and passenger exited the airplane and swam to the shoreline. Examination of the airplane by a Federal Aviation Administration inspector after its recovery from the lake revealed substantial damage to the fuselage and left elevator. Additionally, the engine exhibited a hole on the top of the case near the No. 6 cylinder. Postaccident examination of the engine revealed that all crankshaft connecting rod journals showed evidence of lubrication distress. Additionally, the No. 3 main journal bearing had shifted, resulting in the blockage of the oil ports and elongation of the crankcase lock slot. The No. 6 connecting rod bearing was fused to the crankshaft journal. The No. 1 cylinder rod bearings were fused together on the crankshaft, and the bearing surface was smeared and torn. The bearing metal had melted and re-solidified along the edges. Review of maintenance logbook records revealed that on December 4, 2015, the No. 2 cylinder was removed, repaired, and reinstalled at tachometer time 1,906.9 hours. The accident occurred at tachometer time 2,420 hrs. The engine had a manufacturer specified time between overhaul of 2,000 hours in service; however, there was no record of the engine having been overhauled. ## Aircraft - Registration: [N879CD](https://openairdocs.org/aircraft/N879CD), registered now, S/N 0292, built 2002 (OpenAirDocs) - Reported make and model: CIRRUS DESIGN CORP SR22 - 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: 0292 - Year built: 2002 - Airframe hours: 2420 - Engines: Continental IO-550-N 310 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Ridgeland Partners LLC - Airworthiness certificate: Standard, Normal - Last inspection: Annual, November 29, 2021, 12 hours before - Departed: GMU, Greenville, SC - Destination: CHS, Charleston, SC - Flight plan: VFR - Equipment: Electronic multifunction display, Onboard weather, Stall warning system, ADS-B, Airframe parachute, Auto-pilot ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 64; injuries: none; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; last flight review March 1, 2021; seat: left; restraint: 4-point; flight hours: 1,975 total, 1,900 in this make and model, 1,975 as pilot in command ## Weather - Conditions: Visual (VMC), Day - Wind: 260° at 12 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 61 °F, dew point 28 °F - Altimeter: 29.86 inHg - Observed at: CAE, 14 nm away - METAR: KCAE 131856Z 26012KT 10SM FEW250 16/M02 A2986 RMK AO2 SLP111 T01561017 ## 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 20220113000519A](https://openairdocs.org/incident/20220113000519A), Jan 13, 2022: Cirrus Design Corp SR22, Lexington, SC, Destroyed. Pilot[privacy data omitted] and [privacy data omitted] departed gmu at 12:59 pm , in route to chs. The sky was clear and winds were light. Approximately 20… ## Docket (8 files) The files NTSB released with the investigation on September 20, 2023, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=104526. 58.0 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 10 pages, 2.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13132841&FileExtension=pdf&FileName=6120_N879CD_Redacted-Rel.pdf - Pilot statement (item 2, PDF, 2 pages, 198 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13133176&FileExtension=pdf&FileName=Memorandum%20for%20Record-Pilot%20statement_Whitted_Redacted-Rel.pdf - Maintenance log excerpts (item 3, PDF, 10 pages, 49.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15717566&FileExtension=pdf&FileName=Engine%20Maintenance%20Excerpts_Redacted-Rel.pdf - Investigative photographs (item 4, PDF, 6 pages, 2.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15698712&FileExtension=pdf&FileName=ERA22LA109%20Photo%20Array-Rel.pdf - Memorandum for record a�� engine examination (item 5, PDF, 13 pages, 2.7 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15716617&FileExtension=pdf&FileName=ERA22LA109%20Engine%20Examination-Rel.pdf - Statement of party representatives to NTSB investigation (item 6, PDF, 14 pages, 477 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15697480&FileExtension=pdf&FileName=ERA22LA109%20Hartzell%20Party%20Form_Redacted-Rel.pdf - Manufacturer service letter - time between overhaul periods (item 7, PDF, 4 pages, 116 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15697267&FileExtension=pdf&FileName=TBO%20Page%20SIL98-9C%20(1)-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 8, PDF, 1 page, 204 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15716991&FileExtension=pdf&FileName=Wreckage%20Release_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. --- 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.