Cirrus Design CORP SR22T accident near Davenport, Iowa, December 31, 2023
On December 31, 2023 at about 7:15 pm local time, a 2014 Cirrus Design CORP SR22T, registered N773GB, was substantially damaged in an accident during approach near Davenport, Iowa (Davenport Muni airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The fatigue failure of the No. 5 cylinder head, which resulted in a total loss of engine power. Contributing to the accident was the maintenance which did not fully blend to the depth necessary to preclude the failure.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 31, 2023 · about 7:15 pm local time
- Place
- Davenport, Iowa · Davenport Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cirrus Design CORP SR22T, built 2014
- Registration
- N773GB · no longer on the register · serial 0702
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, as he descended toward the airport to land, smoke came from the engine cowling and oil splattered over the windscreen. The engine lost all power and the pilot executed a forced landing to a corn field. During the forced landing the airplane’s landing gear collapsed and both wings sustained substantial damage. Postaccident examination of the engine revealed that the No. 5 cylinder fractured, which resulted in the engine’s lubricating oil being pumped outside of the cylinder. Examination of the fracture surface of the accident cylinder showed fracture features consistent with high-cycle fatigue. The cylinder was subject to FAA Airworthiness Directive (AD) 2020-16-11, which required compliance with the manufacturer’s Mandatory Service Bulletin (MSB)18-08. The MSB required blending of the cylinder casting in the area where the fracture originated. The cylinder had evidence of work consistent with compliance with the MSB. The blending on the cylinder from the accident aircraft spanned the entire outboard edge but did not extend the full 0.25 inches indicated in the MSB. The loss of engine power was likely due to the fatigue fracture of the exhaust rocker arm support area of the No. 5 cylinder head, which allowed the engine’s lubricating oil to be pumped outside the cylinder. The loss of lubrication resulted in catastrophic failure of other engine components.
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
What happened, in order
- Loss of engine power (total) during approach defining event
The NTSB's findings
- Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Failure
- Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng cyl section › Fatigue/wear/corrosion
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land
- Flight time: 1,709 hours in all; 1,100 in this make and model; 44 in the last 90 days; 36 in the last 30 days; 1,659 as pilot in command; 0 on instruments
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,222 hours
- Last inspection: annual inspection, March 10, 2023; 87 hours since
- Seats: 5
- Landing gear: fixed
- Engine: Continental TSIO-550-K1B (piston); 1,222 hours total
The flight
- Departed from: THA Tullahoma TN at 7:30 pm
- Destination: DVN Davenport IA
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 330° at 16 knots
- Sky: overcast at 2,100 ft
- Temperature: 34°F (1°C), dew point 27°F (-3°C)
- Altimeter: 30.10 inHg
- Observation at 3:52 pm from KDVN
Weather report (METAR): METAR KDVN 312152Z AUTO 33016KT 10SM OVC021 01/M03 A3010 RMK AO2 SNB05E13 SLP199 P0000 T00061028 $=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Photographs from the investigation 3 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 –Airplane at accident site
Photograph 2 – Damage to wing
Photograph 3 – Airplane after recoveryThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
9 documents, released by the NTSB on January 14, 2026. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Engine Examination Summary | PDF, 9 pages | View Download |
| 3 | Materials Laboratory Factual Report 25-031 | PDF, 17 pages | View Download |
| 4 | (Please Delete-could Not Advance) Materials Laboratory Attachment - Continental Service Bulletin MSB18-08C | PDF, 12 pages | View Download |
| 5 | (Please Delete-could Not Advance) Materials Laboratory Attachment - FAA Airworthiness Directive 2020-16-11 | PDF, 4 pages | View Download |
| 6 | Mechanic Interview | PDF, 1 page | View Download |
| 7 | Maintenance Records | PDF, 19 pages | View Download |
| 8 | Accident Photos | PDF, 4 pages · our copy | View Download |
| 9 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.