# NTSB WPR18LA174: Cirrus Design SR22, N764CT, Aguila, AZ, June 19, 2018 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Class 3 · Limited · Final report - Date: June 19, 2018, 12:00 local (19:00 UTC) - Place: Aguila, AZ · desert terrain - Coordinates: 34.067779, -113.2061 - Nearby events: https://openairdocs.org/map.md?lat=34.0678&lon=-113.2061&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Powerplant sys/comp malf/fail](https://openairdocs.org/ntsb-events/340) - Highest injury: Serious injuries - Injuries: 1 serious, 1 minor - Status: Completed - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration, Cirrus Aircraft, Continental Aerospace Technologies, AmSafe - NTSB case key (mKey): 97531 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR18LA174 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/97531/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=97531 - Page: https://openairdocs.org/ntsb/WPR18LA174 ## Probable cause A total loss of engine power due to pre-ignition/detonation for reasons that could not be determined based on available information. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Engine (reciprocating): recip eng cyl section](https://openairdocs.org/ntsb-findings/01058530): Aircraft › Aircraft power plant · Malfunction (probable cause); cases with it: [Cirrus Design SR22, 6 cases](https://openairdocs.org/ntsb-findings/01058530/cases.md?model=2130001), [All aircraft, 373 cases](https://openairdocs.org/ntsb-findings/01058530/cases.md) - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Cirrus Design SR22, 25 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=2130001), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: 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-cruise: 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: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cirrus Design SR22, 113 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2130001), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis During a cross-country flight, the pilot observed a significant increase in the engine oil pressure followed by a sudden drop. He prepared for an emergency landing during which the engine speed increased and the engine lost power. The cabin then filled with smoke and oil covered the windshield. The pilot was able to activate the airplane’s parachute and the airplane landed about 5 seconds later in a ravine. The airplane was destroyed by a postcrash fire. A postaccident examination of the engine revealed evidence of a pre-ignition/detonation event that partially eroded the Nos. 2 and 5 pistons. The eroded pistons permitted the pressurization of the crankcase, which resulted in oil starvation of the engine. Due to the severe fire damage, the cause of the preignition/detonation could not be determined. ## Factual narrative On June 19, 2018, about 1200 mountain standard time, a Cirrus SR22, N764CT, was destroyed when it was involved in an accident near Aguila, Arizona. The pilot was seriously injured, and the passenger received minor injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the pilot, at approximately the halfway point of his cross-country flight, the oil temperature increased past the highest limit on the oil gauge. The oil pressure then dropped to between 14 and 16 pounds per square inch (psi), and the airplane began to shudder “violently.” The pilot turned the airplane toward the closest airport, about 40 miles away. While en route, the engine speed increased to over 5,000 rpm then dropped to almost 0 rpm. The pilot reported he was having a difficult time maintaining an altitude of 6,500 ft mean sea level and knew he would not be able to clear a nearby mountain range. As he looked for an area to make an emergency landing, the engine “completely seized.” The pilot reported the cabin then filled with smoke and oil covered the windshield. He deployed the airplane’s parachute system, and the airplane landed about 5 seconds later in a ravine. After landing, the airplane was consumed by fire. An initial examination of the engine revealed the No. 2 connecting rod had punctured the top aft section of the crankcase. The rusted crankshaft was visible through the hole, as were the remains of the separated No. 2 connecting rod. The spark plugs were removed, and heavy erosion was observed on the electrodes; the insulators were fractured and missing significant portions. Borescope examination of the cylinders revealed signatures consistent with elevated temperatures on the pistons. The No. 5 piston was eroded around the outer circumference and there was a hole present with a portion of the top piston ring visible. Additionally, examination of the exhaust system revealed re-solidified melted metal particles, consistent with the postaccident fire. The engine was completely disassembled for further examination. This examination revealed the Nos. 2, and 5 pistons experienced a pre-ignition/detonation event that partially eroded the pistons and resulted in oil starvation of the engine. The cause of the pre-ignition/detonation event could not be determined. Due to the severe fire damage, many of the engine components could not be tested, including the magnetos. According to the engine maintenance records, a magneto-to-engine timing check was conducted many times, with the most recent check before the accident dated July 27, 2012; an annual inspection was performed May 9, 2018, at a total time of 1,955.4 hours with no anomalies noted. However, the required 500-hour inspection of the magnetos was not indicated in the maintenance records since their last comprehensive inspection in 2011. The magnetos had accumulated 1,284.1 hours since 2011. ## Aircraft - Registration: [N764CT](https://openairdocs.org/deregistered/N764CT-2020-08-02), registration cancelled 2020-08-02, S/N 2908, built 2008 (OpenAirDocs) - Reported make and model: CIRRUS DESIGN CORP SR22 (UNDESIGNAT) - Registry model: [Cirrus Design SR22](https://openairdocs.org/model/cirrus-design-sr22) (registry code 2130001) (OpenAirDocs) - Registry engine: [Continental IO-550-N](https://openairdocs.org/engine/continental-io-550-n) (registry code 17215, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 2908 - Year built: 2008 - Airframe hours: 1953.4 - Engines: Continental Motors IO-550-N50B 310 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Operator: Elite Flight Training and Rental - Registered owner: Jdc Air LLC - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, May 8, 2018, 20 hours before - Departed: SDL, Scottsdale, AZ - Destination: HII, Lake Havasu City, AZ - Equipment: Airframe parachute, Stall warning system, Auto-pilot, Electronic multifunction display, Electronic primary flight display ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 44; injuries: serious; private; airplane ratings: single-engine land; medical: class 3, with waivers/limitations; last flight review May 1, 2018; seat: left; restraint: 4-point; flight hours: 0 total, 500 in this make and model ## Weather - Conditions: Visual (VMC), Day - Wind: 290° at 4 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 82 °F, dew point 25 °F - Altimeter: 30.11 inHg - Observed at: PRC, 52 nm away ## Docket (11 files) The files NTSB released with the investigation on September 1, 2022, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=97531. 75.4 MB in all. - Recoverable data module - specialist's factual report (item 1, PDF, 4 pages, 665 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=7912493&FileExtension=pdf&FileName=WPR18LA174%20RDM%20no%20data%20factual-Rel.pdf - Pilot/operator aircraft accident report, NTSB form 6120.1 (moeller) (item 2, PDF, 10 pages, 443 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13419999&FileExtension=pdf&FileName=6120_Redacted-Rel.pdf - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 3, PDF, 2 pages, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13597715&FileExtension=pdf&FileName=N764CT%20accident%20report%206120_Redacted-Rel.pdf - Engine exam report (item 4, PDF, 30 pages, 55.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13420190&FileExtension=pdf&FileName=Continental%20Motors%20Engine%20Examination%20Report%20N764CT_Redacted-Rel.pdf - Engine exam at factory (item 5, PDF, 7 pages, 14.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13420477&FileExtension=pdf&FileName=CMI%20Engine%20Examination%20Report%20N764CT%20Teardown_Redacted-Rel.pdf - Amsafe report (item 6, PDF, 7 pages, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13420200&FileExtension=pdf&FileName=AmSafe%20Observations%20to%20WPR18LA174_Cirrus%20Chute%20Deployment%20wFire-Rel.pdf - NTSB evidence control form (item 7, PDF, 1 page, 29 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13418593&FileExtension=pdf&FileName=Evidence%20Control%20Form%20-%20WPR18LA174_Redacted-Rel.pdf - Statement of party representatives to NTSB investigation - cmi (item 8, PDF, 1 page, 84 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13419363&FileExtension=pdf&FileName=Cert%20of%20Party%20Rep%20WPR18LA174%20CM%20-%20Charnon_Redacted-Rel.pdf - Statement of party representatives to NTSB investigation-cirrus (item 9, PDF, 1 page, 293 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13420497&FileExtension=pdf&FileName=Signed%20Party%20Form,%20Cirrus_Redacted-Rel.pdf - Statement of party representatives to NTSB investigation - amsafe (item 10, PDF, 1 page, 306 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13573124&FileExtension=pdf&FileName=WPR18LA144_Cirrus_%20NTSB%20Form_Redacted-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 11, PDF, 1 page, 167 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13420210&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.