Cirrus Design Corp. SR22 incident near Peachtree City, Georgia, November 16, 2004
On November 16, 2004 at about 3:35 pm local time, a Cirrus Design Corp. SR22, registered N723CD, suffered minor damage in an incident near Peachtree City, Georgia (Peachtree City - Falcon Field). It was a business flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of maintenance personnel to properly torque a fuel line fitting, which resulted in a fuel leak and in-flight engine fire.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 16, 2004 · about 3:35 pm local time
- Place
- Peachtree City, Georgia · Peachtree City - Falcon Field · map
- Type
- Incident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cirrus Design Corp. SR22
- Registration
- N723CD · registry record · serial 0059
- Damage
- Minor damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During initial climb after takeoff, the pilot heard a "pop" noise followed by a change in the exhaust sound. The pilot elected to return to the airport for landing, and, during the descent, he detected the odor of composite burning. The pilot stated that, after normal touchdown on the main wheels, the nose of the airplane dropped abnormally low, and the propeller struck the runway. Smoke and flames were observed coming from inside the engine cowling. Examination of the airplane revealed the engine and cowling sustained fire damage, the nose landing gear assembly was attached and fire-damaged, and each propeller blade showed tip damage and minimal clearance above the ground. Examination of the nose landing gear assembly revealed the polymer pucks in the shock strut assembly were fire-damaged and collapsed. Examination of the engine revealed the fuel flow transducer located above the No. 3 cylinder displayed blue stains at the forward and aft fittings, and fuel was observed to leak from the B-nut fitting when the fuel boost pump was powered. The B-nut was then tightened, the field test procedure was repeated, and no fuel leak was observed. The source of ignition for the fire could not be determined. Maintenance personnel had removed the No. 3 cylinder approximately 21.5 hours before the incident flight.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 248 hours in all; 17 in the last 90 days; 11 in the last 30 days; 203 as pilot in command
- Last flight review: February 1, 2003
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,613.5 hours
- Last inspection: 100-hour inspection, October 1, 2004; 21.5 hours since
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Teledyne Continental IO-550-N7B (piston); 0 hours total
The flight
- Departed from: Peachtree City GA at 3:30 pm
- Destination: K6A2 Griffin GA
- Flight plan: none
- Runway 31, 5,219 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 52°F (11°C), dew point 36°F (2°C)
- Altimeter: 30.48 inHg
- Observation at 3:53 pm from KFFC
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.