Well, looks like another Cirrus crash.
aero-news.net/index.cfm?Cont … ddb2b4adb&
Them cirrus pilots are just bad (or inexperienced).
[ News report ] ](Canada.Com | Homepage | Canada.Com)[ C-GIOO ] ](http://www.tc.gc.ca/aviation/activepages/ccarcs/en/CurrentSearch_E.asp?x_Mark=GIOO&x_lang=E&x_flag=Y&x_sort=1&x_start=0&x_searchtype=2) Canadian Civil Registry
Note: aircraft was only registered to the current owner on June 27 2007. Reports of heavy fog in area.
[ CBC News-includes crash photo ]](http://www.cbc.ca/canada/edmonton/story/2007/08/14/plane-update.html)
NTSB Identification: SEA07IA201
14 CFR Part 91: General Aviation
Incident occurred Sunday, July 15, 2007 in Reno, NV
Aircraft: Cirrus Design Corp. SR22, registration: N254SR
Injuries: 2 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On July 15, 2007, at 1617 Pacific daylight time, a Cirrus SR22, N254SR, landed uneventfully at the Reno/Tahoe International Airport, Reno, Nevada, following a loss of engine power in cruise flight at 17,000 feet mean sea level (msl). The private pilot and the passenger were not injured, and the airplane was not damaged. The airplane was registered to Aquatic Innovations Inc. of Alamo, California, and operated by the pilot under 14 CFR Part 91. Visual meteorological conditions prevailed for the landing, and an instrument flight rules (IFR) flight plan was filed. The flight departed from Concord, California, about 1510 with an intended destination of Alpine, Wyoming.
According to the pilot, the airplane was in level flight at 17,000 feet msl when he heard a “burp” sound. There was a loss of manifold pressure and initially, smoke in the cockpit. The oil pressure and fuel flow indications also dropped. The pilot declared an emergency and received vectors to the Reno Airport. As the airplane descended, the engine continued to lose oil pressure, and the oil pressure warning light came on. The engine lost power completely and the propeller came to a stop when the airplane was on final approach to runway 16L. The pilot landed the airplane without further incident.
The airplane was issued an airworthiness certificate on June 5, 2007, and at the time of the incident, had accumulated 48.2 flight hours. It was powered by a Teledyne Continental Motors engine model IO-550-N. The engine was modified by the addition of a Tornado Alley Turbonormalizing System installed at the Cirrus factory in accordance with Supplemental Type Certificates SA10588SC and SE10589SC. The Turbonormalizing System provides 29 inches of manifold pressure to 25,000 feet. It utilizes two Kelly Aerospace turbochargers with a Kelly absolute manifold pressure controller and a Kelly pressure relief valve.
Engine data downloaded from the airplane’s Avidyne avionics showed normal engine parameters until about 1 hour and 1 minute into the flight. At this time, there was a loss of manifold pressure from about 29.5 inches to about 16 inches. This drop in manifold pressure is consistent with a loss of turbo boost. The data indicated that the oil pressure was about 40 psi until shortly after the event at which point it started to fall, reaching a minimum of 15.8 psi at the end of the data.
On July 17 and 18, 2007, the airplane was examined under the supervision of the NTSB investigator-in-charge (IIC) by representatives from the FAA, Cirrus Design Corporation, Teledyne Continental Motors, Kelly Aerospace, and Tornado Alley Turbo. A significant amount of oil was observed on the belly of the airplane that appeared to emanate from the left exhaust stack and extended aft to the empennage. The engine oil level was checked, and the level on the engine oil dipstick was about 2 quarts. Examination of the left turbocharger revealed its turbine wheel had separated from the shaft and was missing. Examination of the right turbocharger indicated that it was intact, and the compressor/turbine wheel assembly rotated freely when turned by hand. Both turbocharger assemblies were retained by the NTSB IIC for further examination.
During the examination, the NTSB IIC was informed of two similar incidents. On May 6, 2007, a Cirrus SR22, N552SR, was on a production test flight near Duluth, Minnesota, when the pilot heard a loud bang and noticed a drop in manifold pressure. An uneventful landing was made, and examination revealed that a turbine wheel had separated from one of the two turbochargers and was missing. In May 2007, a Cirrus SR22, N188G, was being flown home by its new owner from the Cirrus factory in Duluth, when the engine experienced a loss of manifold pressure. The pilot landed without further incident at Spanish Fork, Utah, and examination revealed that a turbocharger turbine wheel had sheared from its shaft, but had not departed from the turbocharger housing. The airplanes involved in the Duluth and Spanish Fork incidents had accumulated less than 20 flight hours.
Why doesn’t someone just post a thread specific to Cirrus crashes? …or a whole forum for that matter.