Cirrus Design CORP SR22 accident near Dixon, California, June 30, 2017
On June 30, 2017 at about 6:05 pm local time, a 2010 Cirrus Design CORP SR22, registered N744TC, was substantially damaged in an accident during enroute near Dixon, California. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power for reasons that could not be determined due to extensive damage.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 30, 2017 · about 6:05 pm local time
- Place
- Dixon, California · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cirrus Design CORP SR22, built 2010
- Registration
- N744TC · registry record · serial 3640
- 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, after he leveled off for the personal cross-country flight, he leaned the engine for cruise flight. The pilot noticed that the manifold pressure was lower than usual although the engine instruments indicated “in the green.” About 30 minutes later, the oil pressure reading rapidly dropped; the engine subsequently lost all power and made a loud bang, then oil sprayed on the wind screen, which impeded the pilot’s visibility. The pilot deployed the Cirrus Airframe Parachute System and the airplane descended into a vineyard. A main landing gear went through and substantially damaged the wing. Visual examination of the engine revealed a hole in the top of the engine case. A piece of connecting rod and connecting rod bolt was found on top of the left side baffling. Disassembly of the engine revealed that the numbers 3 and 4 connecting rods were fractured and separated from their connecting rod journals. Thermal discoloration to the connecting rod journals was consistent with oil starvation. The crankcase had fractured. Postaccident examination of the turbochargers revealed that the left turbocharger was functional. The right turbine was damaged, and its wheel head had separated from the turbine shaft and was not located. The right turbine shaft fractured circumferentially at a piston ring groove, but the type of fracture could not be determined due to the extensive damage. Postaccident examination did not show any evidence of preimpact mechanical malfunction or abnormalities that would have precluded normal operation. However, the extent of internal damage to the engine components during impact/the accident sequence and the missing right turbine wheel head precluded a detailed examination of the engine.
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 enroute defining event
The NTSB's findings
- Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 1,614 hours in all; 967 in this make and model; 9 in the last 90 days; 3 in the last 30 days; 1,498 as pilot in command
- Medical certificate: Class 3
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,008.8 hours
- Last inspection: annual inspection, July 21, 2016; 12 hours since
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Cont Motor IO-550-N60B (piston); 784 hours total
The flight
- Departed from: RHV San Jose CA at 5:30 pm
- Destination: RNO Reno NV
- Flight plan: not recorded
Weather at the time
- Light: daylight
- Wind: from 200° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 55°F (13°C)
- Altimeter: 29.92 inHg
- Observation at 5:30 pm from KEDU
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
7 documents, released by the NTSB on March 11, 2021. 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 | NTSB Engine Examination Report | PDF, 18 pages | View Download |
| 3 | NTSB Turbocharger Examination Report | PDF, 15 pages | View Download |
| 4 | Continental Motors Engine Examination Report | PDF, 47 pages | View Download |
| 5 | Excerpts Turbocharger Maintenance Manual | PDF, 13 pages | View Download |
| 6 | Turbocharger Work Order | PDF, 8 pages | View Download |
| 7 | Statement of Party Representatives to NTSB Investigation | PDF, 3 pages | 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.