Cirrus Design CORP SR20 incident near Jacksonville, Florida, December 4, 2011
On December 4, 2011 at about 2:51 am local time, a 2007 Cirrus Design CORP SR20, registered N486DA, was involved in an incident during approach (IFR initial approach) near Jacksonville, Florida. It was an instructional 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 failure of a crankshaft gear tooth due to fatigue, which resulted in the loss of several additional gear teeth and a subsequent total loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 4, 2011 · about 2:51 am local time
- Place
- Jacksonville, Florida · map
- Type
- Incident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cirrus Design CORP SR20, built 2007
- Registration
- N486DA · no longer on the register · serial 1831
- Damage
- Not recorded
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot landed the airplane on an interstate highway at night after a total loss of engine power. Neither of the two occupants were injured and the airplane was undamaged. Examination of the engine revealed that a crankshaft gear tooth failed due to fatigue, which resulted in the loss of several additional gear teeth and a subsequent total loss of engine power. According to the manufacturer, this type of failure was uncommon in this engine series. The engine had accrued 1,652.3 hours since rebuild and the recommended time between overhaul was 2,000 hours.
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 (IFR initial approach) defining event
- Off-field or emergency landing during emergency descent
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng rear section › Fatigue/wear/corrosion
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 829 hours in all; 39 in this make and model; 114 in the last 90 days
- Last flight review: August 23, 2011
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 3,830 hours
- Last inspection: 100-hour inspection, October 21, 2011; 42 hours since
- Seats: 4
- Landing gear: fixed
- Engine: Cont Motor IO-360-ES (piston); 0 hours total
The flight
- Departed from: SFB Orlando FL at 1:30 am
- Destination: CRG Jacksonville FL
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: night
- Wind: from 030° at 6 knots
- Visibility: 9 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 59°F (15°C)
- Altimeter: 30.37 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.
Other NTSB records under N486DA the same tail number, which may have belonged to a different aircraft at the time
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.