# NTSB GAA18CA545: Cirrus SR22, N669HT, Mason City, IA, September 8, 2018 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Data collection · Final report - Date: September 8, 2018, 11:45 local (16:45 UTC) - Place: Mason City, IA - Coordinates: 43.153057, -93.336112 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=43.1531&lon=-93.3361&mi=10 - Phase of flight: [Standing](https://openairdocs.org/ntsb-phases/150) (OpenAirDocs' grouping) - Defining event: [Standing-engine(s) start-up: Loss of control on ground](https://openairdocs.org/ntsb-events/230) - Highest injury: Minor injuries - Injuries: 2 minor - Status: Completed, report March 18, 2019 - Report: Approved by Office Director - NTSB office: General Aviation Accidents - Parties: FAA - NTSB case key (mKey): 98277 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=GAA18CA545 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/98277/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=98277 - Page: https://openairdocs.org/ntsb/GAA18CA545 ## Probable cause The pilot’s improper hand propping procedure, which resulted in a runaway airplane and subsequent impact with a hangar. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: aircraft control](https://openairdocs.org/ntsb-findings/02063040): Personnel issues › Task performance · Pilot (probable cause); cases with it: [All aircraft, 9,295 cases](https://openairdocs.org/ntsb-findings/02063040/cases.md) - [Object/animal/substance: airport structure](https://openairdocs.org/ntsb-findings/03022042): Environmental issues › Physical environment · Effect on operation (probable cause); cases with it: [All aircraft, 50 cases](https://openairdocs.org/ntsb-findings/03022042/cases.md) - [Electrical power system: battery/charger](https://openairdocs.org/ntsb-findings/01022432): Aircraft › Aircraft systems · Not serviced/maintained; cases with it: [All aircraft, 37 cases](https://openairdocs.org/ntsb-findings/01022432/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Standing-engine(s) start-up: Electrical system malf/failure](https://openairdocs.org/ntsb-events/332); cases with it: [All aircraft, 182 cases](https://openairdocs.org/ntsb-events/332/sequence.md) - [Standing-engine(s) start-up: Loss of control on ground](https://openairdocs.org/ntsb-events/230) (defining event); cases with it: [All aircraft, 4,585 cases](https://openairdocs.org/ntsb-events/230/sequence.md) - [Standing-engine(s) start-up: Attempted remediation/recovery](https://openairdocs.org/ntsb-events/060); cases with it: [All aircraft, 1,422 cases](https://openairdocs.org/ntsb-events/060/sequence.md) - [Standing-engine(s) start-up: Ground collision](https://openairdocs.org/ntsb-events/200); cases with it: [All aircraft, 618 cases](https://openairdocs.org/ntsb-events/200/sequence.md) ## Analysis The pilot reported that the battery was too low to start the engine, so he asked fixed-base operator personnel if they could assist with a jumper pack. They told him that they did not have anyone on duty authorized to assist and that he would have to wait a couple of days. He decided to start the engine by hand propping. Before he began hand propping, he set the parking brake. Following the engine start, the airplane began to move forward. The pilot attempted to re-enter the airplane to apply the brakes, but the airplane struck a hangar. The airplane sustained substantial damage to the left wing. The Federal Aviation Administration inspector who examined the airplane after the accident reported that the parking brake functioned normally. He added that the pilot stated that he was sure he set the brakes but that he may not have gotten enough pressure to hold the airplane. The Federal Aviation Administration's Airplane Flying Handbook, FAA-H-8083-3A, contained a section titled "Hand Propping" which states the following: An engine should not be hand propped unless two people, both familiar with the airplane and hand propping techniques, are available to perform the procedure. The person pulling the propeller blades through directs all activity and is in charge of the procedure. The other person, thoroughly familiar with the controls, must be seated in the airplane with the brakes set. As an additional precaution, chocks may be placed in front of the main wheels. If this is not feasible, the airplane's tail may be securely tied. Never allow a person unfamiliar with the controls to occupy the pilot's seat when hand propping. The procedure should never be attempted alone. ## Factual narrative The pilot reported that the battery was too low to start the airplane's engine, so he asked the fixed base operator (FBO) if they could assist with a jumper pack. He was told that they did not have anyone on duty authorized to assist and that he would have to wait a couple of days. He decided to start the airplane's engine by hand propping. Before hand propping, he set the parking brake. Following the engine start, the airplane began to move forward. He added that he attempted to re-enter the airplane to apply the brakes, but the airplane struck a hangar. The airplane sustained substantial damage to the left wing. The Federal Aviation Administration inspector who examined the airplane after the accident reported that the parking brake functioned normally. He added that, the pilot was sure he set the brakes, but may not have gotten enough pressure to hold the airplane. Federal Aviation Administration's Airplane Flying Handbook, FAA-H-8083-3A, contains a section titled "Hand Propping" which states: An engine should not be hand propped unless two people, both familiar with the airplane and hand propping techniques, are available to perform the procedure. The person pulling the propeller blades through directs all activity and is in charge of the procedure. The other person, thoroughly familiar with the controls, must be seated in the airplane with the brakes set. As an additional precaution, chocks may be placed in front of the main wheels. If this is not feasible, the airplane's tail may be securely tied. Never allow a person unfamiliar with the controls to occupy the pilot's seat when hand propping. The procedure should never be attempted alone. ## Aircraft - Registration: N669HT (not matched to a registry record) - Reported make and model: Cirrus SR22 (Undesignat) - Category: Airplane - Serial number: 1679 - Year built: 2005 - Airframe hours: 845 - Engines: Continental IO-550 310 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Departed: MCW, Mason City, IA - Flight plan: Unknown - Airport: MCW, Mason City Muni - Equipment: Angle of attack indicator, Airframe parachute, Stall warning system, Auto-pilot, Onboard weather, Electronic primary flight display, Electronic multifunction display, Electronic flight bag or handheld device ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 39; injuries: minor; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; last flight review June 13, 2018; seat: left; restraint: none; flight hours: 373 total, 373 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 90° at 9 knots, gusting 18 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 68 °F, dew point 54 °F - Altimeter: 30.25 inHg - Observed at: KMCW ## 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 20180908013269A](https://openairdocs.org/incident/20180908013269A), Sep 8, 2018: Cirrus Design Corp SR22, Mason City, IA, Substantial damage. On or about 11:45 am on September 8, 2018 at the Mason City airport, pilot ^lee kiewiet^ and his girlfriend ^amanda lampman^ pulled out his 2005 Cirrus SR22… ## Docket (3 files) The files NTSB released with the investigation on December 3, 2018, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=98277. 1.2 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 882 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40468759&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Accident Picture (item 2, .PDF, 190 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40468760&FileExtension=.PDF&FileName=Accident%20Picture-Master.PDF - FAA roc (item 3, .PDF, 102 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40468761&FileExtension=.PDF&FileName=FAA%20ROC-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.