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Cirrus pilot experiences a rough running engine while at 7;000 ft on an IFR flight plan and turns immediately toward a suitable airport then informs ATC. After 30 seconds the engine smooths out and the reporter elects to continue to destination. After landing a faulty magneto is determined to be the cause of the engine anomalies.
| Attributes | |
| ACN | 1033362 |
| Time | |
| Date | 201208 |
| Local Time Of Day | 0001-0600 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Make Model Name | SR22 |
| Operating Under FAR Part | Part 91 |
| Flight Phase | Cruise |
| Route In Use | Direct |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Magneto/Distributor |
| Person 1 | |
| Function | Pilot Flying Single Pilot |
| Qualification | Flight Crew Instrument Flight Crew Private |
| Experience | Flight Crew Last 90 Days 46.9 Flight Crew Total 858.3 Flight Crew Type 181.8 |
| Events | |
| Anomaly | Aircraft Equipment Problem Critical Deviation - Altitude Excursion From Assigned Altitude Deviation - Procedural Clearance |
Narrative:
I was cruising at 7;000 ft on an IFR flight plan in clear conditions flying direct to my destination. While in contact with approach control; the engine suddenly began to run rough. I immediately initiated a 160 degree left hand turn to be on course directly to the nearest airport. I contacted approach and declared an emergency due to a rough running engine. Approximately 20 - 30 seconds after the engine started running rough; the engine returned to running smooth again with all engine instruments indicating in the normal operating range. I informed approach that the engine returned to normal operation and they asked me if I wanted to continue on to the nearest airport or fly to my original destination. I requested to continue on to my destination and landed without incident. After landing and taxiing to the ramp; I performed an engine run-up including a magneto check and found that the right magneto was not operating properly causing the engine to misfire. The aircraft was immediately grounded. Upon inspection by the mechanic; a bearing in the right magneto failed and caused the magneto to 'come apart'. Both the left and right magnetos were re-built and the aircraft has been returned to service. Although I followed the correct protocol of 'aviate; navigate; communicate;' I chose to disconnect the autopilot so that I could initiate the 160 degree turn to the nearest airport immediately. In doing so; with the distraction of making the turn; communicating with approach; richening the mixture and reducing power; I climbed approximately 200 ft above my assigned altitude of 7;000 ft. In hindsight; if I had kept the autopilot engaged and input the nearest airport into the garmin GNS 430 waas; my workload would have been reduced as I dealt with the emergency situation and I would not have climbed above my assigned altitude.
Original NASA ASRS Text
Title: Cirrus pilot experiences a rough running engine while at 7;000 FT on an IFR flight plan and turns immediately toward a suitable airport then informs ATC. After 30 seconds the engine smooths out and the reporter elects to continue to destination. After landing a faulty magneto is determined to be the cause of the engine anomalies.
Narrative: I was cruising at 7;000 FT on an IFR flight plan in clear conditions flying direct to my destination. While in contact with Approach Control; the engine suddenly began to run rough. I immediately initiated a 160 degree left hand turn to be on course directly to the nearest airport. I contacted Approach and declared an emergency due to a rough running engine. Approximately 20 - 30 seconds after the engine started running rough; the engine returned to running smooth again with all engine instruments indicating in the normal operating range. I informed Approach that the engine returned to normal operation and they asked me if I wanted to continue on to the nearest airport or fly to my original destination. I requested to continue on to my destination and landed without incident. After landing and taxiing to the ramp; I performed an engine run-up including a magneto check and found that the right magneto was not operating properly causing the engine to misfire. The aircraft was immediately grounded. Upon inspection by the mechanic; a bearing in the right magneto failed and caused the magneto to 'come apart'. Both the left and right magnetos were re-built and the aircraft has been returned to service. Although I followed the correct protocol of 'aviate; navigate; communicate;' I chose to disconnect the autopilot so that I could initiate the 160 degree turn to the nearest airport immediately. In doing so; with the distraction of making the turn; communicating with Approach; richening the mixture and reducing power; I climbed approximately 200 FT above my assigned altitude of 7;000 FT. In hindsight; if I had kept the autopilot engaged and input the nearest airport into the Garmin GNS 430 WAAS; my workload would have been reduced as I dealt with the emergency situation and I would not have climbed above my assigned altitude.
Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.