Cirrus Design Corp. SR22 accident near N. Lauderdale, Florida, April 10, 2004
On April 10, 2004 at about 1:59 pm local time, a Cirrus Design Corp. SR22, registered N916LJ, was substantially damaged in an accident near N. Lauderdale, Florida. It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
Preview. This page is not yet listed for search engines.
The NTSB's probable cause their words, unchanged
The erratic operation of the pitot-static system associated flight instruments due to water contamination, and the pilot's failure to take the appropriate corrective actions.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 10, 2004 · about 1:59 pm local time
- Place
- N. Lauderdale, Florida · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cirrus Design Corp. SR22
- Registration
- N916LJ · registry record · serial 0080
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported no discrepancies either during the preflight inspection or during the engine run-up before takeoff. He obtained his IFR clearance, and shortly after takeoff the flight encountered IMC at 400 feet MSL. While climbing, the vertical speed indicator suddenly decreased to 0, then increased to 2,000 FPM, then went back to 0. Moments later the altimeter began bouncing with very large deflections, then the attitude indicator did not agree with the turn coordinator. He did not activate the alternate static source as per the pilot's operating handbook, and advised the controller that he was "losing gauges" and he would be unable to execute an instrument landing system approach to the departure airport. He activated the cirrus airframe parachute system (CAPS), and the airplane descended into trees. The pilot indicated he had 105 hours actual instrument flight time. Following recovery, the pilot's attitude indicator (AI) and turn coordinator (TC) powered up normally when battery No. 2 was switched on. Approximately 1 teaspoon of water was found between the static port openings and the alternate static air valve in the static lines. Testing of the water sample revealed it contained 3.2 mg/L of fluoride, which is common in tap water. The airplane's static system was tested to 1,000 feet, and the flight instruments were found to operate erratic. The vertical speed indicator fluctuated between 500 and 2,000 feet per minute, the altimeter indicated 200 feet, the airspeed indicated 60 knots (KTS), and the instruments did not return to zero when the pressure was returned to sea-level. When pressurizing the pitot line to 100 KTS the airspeed was found to be "sticky" and was "leaking" approximately 5 KTS per minute. Testing of the pitot static system from the alternate air source revealed no discrepancies. Bench testing of the attitude indicator and turn coordinator, revealed no discrepancies. Damage to the master control unit (MCU) occurred while trying to jump start the engine post-accident. No pilot reports (PIREP's) indicated any significant turbulence over Florida at the time of the accident. The engine was run on the airplane for approximately 10-15 minutes with no discrepancies noticed.
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; instrument: airplane
- Flight time: 799 hours in all; 541 in this make and model; 26 in the last 90 days; 5 in the last 30 days; 711 as pilot in command
- Last flight review: August 15, 2003
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 516.8 hours
- Last inspection: annual inspection, August 1, 2003; 70.3 hours since
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-550-N (piston); 0 hours total
The flight
- Departed from: KFXE Fort Lauderdale FL at 1:54 pm
- Destination: KPBI West Palm Beach FL
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 270° at 4 knots
- Visibility: 2.5 statute miles
- Sky: overcast at 600 ft
- Temperature: 75°F (24°C), dew point 72°F (22°C)
- Altimeter: 29.90 inHg
- Observation at 1:53 pm from KFXE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number MIA04LA070.