Cirrus sr22 turbo12/31/2023 ![]() ![]() (SR20 IO-360ES)Ģ012, Andros Island, Bahamas - loss of engine power due to loss of oil pressure, as yet not reported, but suspected engine maintenance (SR22 IO-550N)Ģ012, Itu, Brazil - loss of engine power due to failed fuel pump (SR20 IO-360ES)Ģ012, Pickens, SC - loss of engine power due to fractured crankshaft, consistent with the application of insufficient torque on the cylinder through bolts by maintenance personnel. 2 piston as a result of a fatigue crack of undetermined origin (SR22 IO-550N)Ģ009, Hamilton Island, Australia - suspected fuel pump issue, but I don't have a copy of the ATSB report on this one (SR22 IO-550N)Ģ011, Cross City, FL - loss of engine power due to a fractured camshaft due to a fatigue crack (SR22 IO-550N)Ģ011, New Orleans, LA - loss of engine power due to detonation of the No.2 cylinder from a clogged fuel injector nozzle. So this list is only a subset of total Cirrus engine failures - the total list would certainly be much longer.Ģ007, Sydney, Australia - loss of engine power due to in-flight loss of blanking cap from the fuel pressure test port, hence maintenance induced failure (SR22 IO-550N)Ģ009, Elkin, NC - total loss of engine power due to the failure of the No. Important note about the list: " Note that engine problems that did not result in a CAPS deployment are not included in this review that work is for someone else at another time." So, engine failures where the plane was successfully landed are not included, nor are engine failures where CAPS was not deployed, including both injury and fatal accidents. Here's that list, with permission from the author, Rick Beach of COPA, last updated in 2017. so what they do is try and outsmart the POH and instead fly it "rich of peak" (but really right around peak) at the 19-20 gph regime, and end up wondering why their CHT is high and they're needing early top work video is fine but when he pans by the panel the dude is in cruise around 410* CHT and 18-19 gph flowĬirrus also advises LOP operation, but many don't actually know what this is and have an incorrect understanding that LEAN=HOT. There's a video out there of a guy flying a late 90s Saratoga. this is within the POH, but naturally flying an engine at 30 inches and 85% power is going to put more wear on it than someone who's flying at 65% power.īut honestly, it's not really a "Cirrus" issue, it's more just inadequate understanding of engine operation that hurts these planes. People also tend to "ride these planes hard" because they like to go fast, IE, the engines hang out for hundreds of hours at 85% power. climbing at Vx and Vy, instead of the advised 120 - 130 IAS climb flying around 400 CHT or higher (you don't get an alert until 420) in summary, I directly know of at least a few planes needing premature work due to poor CHT handling The transition course covers *A LOT* of engine operation material, but not everyone does the transition. Many (though not all), people transitioning to a Cirrus haven't flown powerful planes before, they're coming from C172 and PA28 and engine operation for these bigger planes is not intuitive to many. I have a few hundred Cirrus hours and don't know of any engine failures first hand, but am aware of damage being done to engines mostly due to poor operation, namely poor CHT / fuel flow management
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