Cirrus Design CORP SR22 accident near Blythe, California, October 3, 2017
On October 3, 2017 at about 10:21 pm local time, a 2008 Cirrus Design CORP SR22, registered N418CP, was substantially damaged in an accident during enroute (cruise) near Blythe, California (Blythe airport). It was an instructional 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
Maintenance personnel's failure to properly torque an oil supply line fitting, which resulted in oil starvation, a subsequent engine failure, and an off-airport landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 3, 2017 · about 10:21 pm local time
- Place
- Blythe, California · Blythe · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cirrus Design CORP SR22 NO SERIES, built 2008
- Registration
- N418CP · registry record · serial 3262
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight instructor reported that he and the pilot receiving instruction were conducting an instructional, cross-country flight. About 1.3 hours into the flight, the oil pressure started to decrease, and the pilots decided to divert to a nearby airport. The oil pressure continued to decrease, and the engine subsequently lost all power. The airplane was unable to reach the runway, so the pilots chose to activate the parachute system. Upon ground impact, the parachute dragged the airplane for about 20 ft. The pilots then egressed the airplane, and the parachute then dragged it another 200 ft. The nose landing gear and left main landing gear collapsed, and the fuselage and engine firewall sustained substantial damage. During postaccident examination of the airframe, an oil streak was observed covering the airplane’s belly. During engine examination, a b-nut fitting that attached the oil supply line to the turbocharger inlet check valve was found loose. A significant amount of fresh oil was observed in the area around the b-nut fitting and on the engine’s right side near the turbocharger next to the b-nut. The cowling bottom’s right side exhibited significantly more oil staining than the bottom’s left side. The b-nut and its threads were not damaged. A small hole was found on the top of the engine crankcase, consistent with an internal engine failure. A review of the airplane’s maintenance records revealed that an annual inspection was completed earlier on the day of the accident flight and that actions were taken to comply with a turbocharger manufacturer's safety bulletin that recommended that the turbocharger oil supply inlet screen be inspected and cleaned on a regular basis. To inspect and clean the inlet screen, the oil line to the turbocharger bearing housing inlet and cap has to be removed, followed by the removal of the valve assembly from the turbocharger oil inlet fitting. The valve assembly must then be reassembled, during which the check valve should be torqued to 85-inch lbs. The valve assembly should then be reinstalled on the turbo oil adapter and torqued to 85-inch lbs. It is likely that, during the maintenance, maintenance personnel failed to properly torque the b-nut fitting that attached to the turbocharger inlet check valve oil line supply line to the turbocharger inlet check valve, which resulted in oil starvation and a subsequent engine failure.
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
- Aircraft maintenance event during prior to flight
- Powerplant sys/comp malf/fail during enroute (cruise) defining event
- Loss of engine power (total) during enroute (descent)
- Off-field or emergency landing during enroute (descent)
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Oil › Fluid level
- cause Personnel issues › Task performance › Maintenance › Scheduled/routine maintenance › Maintenance personnel
- cause Aircraft › Fluids/misc hardware › Misc hardware › Hoses and tubes › Incorrect service/maintenance
Flight instructor
- Certificate: flight instructor, commercial pilot, private
- Ratings: single-engine land; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 5,860 hours in all; 1,800 in this make and model; 85 in the last 90 days; 22 in the last 30 days; 5,200 as pilot in command; 3,100 on instruments
- Last flight review: September 20, 2016
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: minor injuries
Pilot
- Certificate: commercial pilot, private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 320 hours in all; 112 in this make and model; 31 in the last 90 days; 14 in the last 30 days; 162 as pilot in command
- Last flight review: August 23, 2017
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 1,395.3 hours
- Last inspection: annual inspection, October 2, 2017
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Cont Motor IO-550-N (piston); 0 hours total
The flight
- Departed from: CMA Camarillo CA at 8:30 pm
- Destination: SAD Safford AZ
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 170° at 17 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 91°F (33°C), dew point 50°F (10°C)
- Altimeter: 29.70 inHg
- Observation at 9:52 pm from KBLH, 9 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
10 documents, released by the NTSB on February 3, 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, 13 pages | View Download |
| 2 | Accident Illustrations | PDF, 4 pages | View Download |
| 3 | Flight Data | PDF, 1092 pages | View Download |
| 4 | Engine Examination Report | PDF, 5 pages | View Download |
| 5 | Continental Engine Examination Report | PDF, 29 pages | View Download |
| 6 | Annual Inspection | PDF, 12 pages | View Download |
| 7 | Tornado Alley Turbo Inc., Service Bulletin SB11-04 | PDF, 3 pages | View Download |
| 8 | Statement of Party Representatives to NTSB Investigation | PDF, 2 pages | View Download |
| 9 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | View Download |
| 10 | Video of Loose B-nut Fitting | MOV file | 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.