Idaho Division Of Aeronautics

Valuable lessons learned when a pilot forgets the basics while experiencing an engine problem.

ATC transcripts revealed last month, that the pilot of a Cirrus SR22T noticed a yellow LOW OIL PRESS annunciation on the PFD while on a VFR cross country flight in Grant County. Previous training would have immediately directed his attention to the NEAREST AIRPORT identifier in the lower-right corner of the display, which showed an airport less than 10 NM away with a 3100 foot runway—an ideal diversion option.

Instead, he contacted ATC and explained the situation. The controller advised him of a larger airport at his 11 o’clock position, approximately 23 NM away with a 10000 foot runway, and asked if he could make it. The pilot replied, “Affirmative, looks like it,” and turned toward the farther airport.

Minutes later, the yellow caution likely turned to a red warning, prompting the pilot to transmit, “I now have a significant low oil pressure warning.” The controller then advised him of another airport approximately 12 NM off his left wing and asked, “Do you want to go there?” The pilot responded, “Negative, I think we will keep going to the big airport straight ahead.”

Less than two minutes later, the pilot reported, “I likely have engine failure and will pull CAPS (Cirrus Airframe Parachute System) at 1,000 feet.” ADS-B data shows the Cirrus gliding for several minutes 30 to 40 knots faster than best glide speed before CAPS was activated. Both occupants survived without injury.

Takeaway: From day one of flight training, we are taught that when an engine problem occurs, the priorities are simple:

1. Establish best glide speed (or maintain a climb if sufficient power remains).

2. Immediately divert to the nearest suitable airport or safest landing area.

3. Troubleshoot the engine only if time and altitude permit.

These basics are simple. Failing to follow them has cost many pilots—and their passengers—their lives. This particular pilot and passenger were extremely fortunate to have CAPS.

Valuable lessons learned!

Fly safe, friends ✈️

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According to the Federal Aviation Administration aviation safety inspector who responded to the accident scene in Citronelle, Alabama, the owner had arranged for the pilot to recover the Cessna 172P from the maintenance facility that had just completed an annual inspection. The owner reported that the airplane had been idle for 25 years before he purchased it and had the annual inspection performed.

He said the pilot flew the airplane for about 45 minutes, returned to the airport for fuel, and then departed on the accident flight from Copiah County Airport (M11) in Crystal Springs, Mississippi, to Peter Prince Airport (2R4) in Milton, Florida.

According to local law enforcement, the pilot stated at the scene that he had “lost his engine” and performed a forced landing to the field, where the airplane came to rest upright but substantially damaged.

In a written statement, the pilot said the airplane was in a cruise configuration when the engine “surged slightly a few times” before it began running “erratically.”

The pilot described his remedial actions to restore full engine power as maneuvering the airplane toward a suitable forced landing site that was “beyond gliding distance.” The engine stopped producing power and he “stretched” the glide for the desired field, but “lacked the energy for a proper flare” and landed hard.

Examination of photographs revealed damage to the underside of the engine compartment, a separated nose landing gear, and damage to the left wingtip. The propeller remained attached, and one blade was bent aft. The pilot was seriously injured in the crash.

Examination of the cockpit and cabin area revealed that the copilot and rear seats were not installed. There was no carpeting nor interior trim panels installed, and unsecured insulation was exposed. One blanket of insulation hung free from the ceiling. Instruments and radios were labeled “Inop” across the instrument panel.

The airplane was recovered from the accident site to a secure facility for examination. The engine was run using a temporary fuel cell. No anomalies were noted during the engine run.

A drop of about 125 to 150 rpm was noted during a magneto check using the airplane’s magneto switch. The magneto P-leads were removed from the magnetos and two separated wires were installed on the magneto P-leads to perform the second engine run, bypassing the airplane’s magneto switch. No anomalies were noted on the second run and the magneto rpm drops were consistent to that observed with the magneto switch.

A total of four engine runs were performed. The engine started without delay and ran smoothly from 700 rpm to 2,600 rpm. The fuel pressure was noted at 2 psi and 6 psi with the boost pump engaged. Oil pressure was in the green/normal range.

The fuel tank vent tube located near the leading edge of the left wing was found obstructed during a field test with low-pressure air. Further examination of the vent line revealed the obstruction was a compacted organic material consistent with mud dauber nesting.

According to the manufacturer’s Model 172 Series Service Manual: If stoppage of the either the fuel vent or vent bleed hole occurs, with the engine running, it can lose power, and eventually stop due to fuel starvation, which can lead to collapsing of the fuel tank.

Probable Cause: A total loss of engine power due to fuel starvation as a result of a fuel vent line that was clogged by an insect nest.

National Transportation Safety Board Identification: 194345

This May 2024 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.

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This decision allows for Amazon Prime Air to launch drone deliveries from a new “paddock” facility near Amazon’s existing site off of Franklin Road.

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Full story link in the comments 👇

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