Cirrus Design CORP SR22 accident near Palatka, Florida, February 23, 2016
On February 23, 2016 at about 4:15 pm local time, a 2002 Cirrus Design CORP SR22, registered N256CD, was substantially damaged in an accident during enroute (descent) near Palatka, Florida (Palatka Muni - Lt Kay Larkin F airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A partial loss of engine power for reasons that could not be determined because engine examination, an engine test run, and review of engine monitor data did not reveal any evidence of preimpact anomalies that would have precluded normal operation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 23, 2016 · about 4:15 pm local time
- Place
- Palatka, Florida · Palatka Muni - Lt Kay Larkin F · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cirrus Design CORP SR22 NO SERIES, built 2002
- Registration
- N256CD · registry record · serial 0234
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot stated that, while in cruise flight at 7,000 ft mean sea level (msl), he began a descent to a lower altitude to prepare for arrival at the destination airport. Just after he began the descent, he retarded the throttle slightly, and the engine power dropped dramatically. The propeller continued to rotate, and the pilot attempted to divert to the nearest airport. During the glide, the pilot adjusted the mixture, switched magnetos, and moved the throttle to full and then back to idle again with no effect. When he determined that the airplane would be unable to reach the diversion airport, he deployed the airframe parachute system about 1,000 ft msl. The airplane came to rest upright in the backyard of a residence. Examination of the airplane revealed that both wing fuel tanks were about half full of fuel. After recovery, examination of the engine revealed no evidence of any preimpact mechanical malfunctions that would have precluded operation, and a successful engine test run was conducted. Additionally, review of engine monitor data did not reveal any anomalies before or after the partial loss of engine power.
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 (partial) during enroute (descent) defining event
- Miscellaneous/other during emergency descent
- Attempted remediation/recovery during emergency descent
- Off-field or emergency landing during emergency descent
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,900 hours in all; 402 in this make and model; 10 in the last 90 days; 4 in the last 30 days; 1,850 as pilot in command; 0 on instruments
- Last flight review: May 1, 2014
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 1,387 hours
- Last inspection: annual inspection, January 14, 2016; 4 hours since
- Maximum gross weight: 3,400 lb
- Seats: 2
- Landing gear: fixed
- Engine: Cont Motor IO-550-N7B (piston); 1,387 hours total
The flight
- Departed from: TTA Sanford NC at 1:20 pm
- Destination: LEE Leesburg FL
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 180° at 8 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,100 ft; scat at 2,400 ft
- Temperature: 75°F (24°C), dew point 66°F (19°C)
- Altimeter: 29.94 inHg
- Observation at 4:15 pm from K28J, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
10 documents, released by the NTSB on October 18, 2018. 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, 9 pages | View Download |
| 2 | Memorandum for Record – Telephone Interview, Pilot | PDF, 1 page | View Download |
| 3 | Memorandum for Record – Telephone Interview, FAA Inspector | PDF, 1 page | View Download |
| 4 | Maintenance Log Excerpts | PDF, 8 pages | View Download |
| 5 | Weather Reports and Records | PDF, 2 pages | View Download |
| 6 | Photo | PDF, 1 page | View Download |
| 7 | Engine Data Monitor - Factual Report | PDF, 3 pages | View Download |
| 8 | Engine Data Monitor - Attachment 1 - Tabular Data | data file | Download |
| 9 | Statement of Party Representatives to NTSB Investigation | PDF, 3 pages | View Download |
| 10 | Evidence Control Form | 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.