What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On November 21, 2025, at approximately 18:49, the pilot in command (PIC) had an incident while operating under instrument flight rules (IFR) from C65 to kokc. While in straight and level flight at 4,000 feet, the aircraft experienced an unexpected cabin pressure regulation warning on the primary flight display (PFD). Concurrently, the PIC observed erratic fluctuations on the cabin pressure indicator. The warning lasted approximately 5 to 10 seconds before extinguishing, and no further warnings were displayed.
Approximately 10 minutes after the warning cleared, a loud banging noise emanated from the right forward section of the cabin. The PIC observed and heard a long, flexible object repeatedly striking the right side of the fuselage and the right forward windshield.
At approximately 20:54, the aircraft landed at kfam. A post-flight inspection by the PIC revealed that an approximately 24-inch rubber strip from the right outboard windshield area had detached. This strip was identified as the source of the in-flight noise and caused paint damage in the form of black rubber transfer marks on the fuselage. The PIC assessed the aircraft as safe for continued flight to its home base in Texas.
The following day, a mechanic inspected the aircraft and reported that the damage extended to the pressure vessel. The national transportation safety board (NTSB) opened an accident investigation; however, the investigation was subsequently closed after NTSB engineering could not substantiate that the aircraft had sustained substantial damage.
As the FAA filed it
ON NOVEMBER 21, 2025, AT APPROXIMATELY 18:49, THE PILOT IN COMMAND (PIC) HAD AN INCIDENT WHILE OPERATING UNDER INSTRUMENT FLIGHT RULES (IFR) FROM C65 TO KOKC. WHILE IN STRAIGHT AND LEVEL FLIGHT AT 4,000 FEET, THE AIRCRAFT EXPERIENCED AN UNEXPECTED CABIN PRESSURE REGULATION WARNING ON THE PRIMARY FLIGHT DISPLAY (PFD). CONCURRENTLY, THE PIC OBSERVED ERRATIC FLUCTUATIONS ON THE CABIN PRESSURE INDICATOR. THE WARNING LASTED APPROXIMATELY 5 TO 10 SECONDS BEFORE EXTINGUISHING, AND NO FURTHER WARNINGS WERE DISPLAYED.
APPROXIMATELY 10 MINUTES AFTER THE WARNING CLEARED, A LOUD BANGING NOISE EMANATED FROM THE RIGHT FORWARD SECTION OF THE CABIN. THE PIC OBSERVED AND HEARD A LONG, FLEXIBLE OBJECT REPEATEDLY STRIKING THE RIGHT SIDE OF THE FUSELAGE AND THE RIGHT FORWARD WINDSHIELD.
AT APPROXIMATELY 20:54, THE AIRCRAFT LANDED AT KFAM. A POST-FLIGHT INSPECTION BY THE PIC REVEALED THAT AN APPROXIMATELY 24-INCH RUBBER STRIP FROM THE RIGHT OUTBOARD WINDSHIELD AREA HAD DETACHED. THIS STRIP WAS IDENTIFIED AS THE SOURCE OF THE IN-FLIGHT NOISE AND CAUSED PAINT DAMAGE IN THE FORM OF BLACK RUBBER TRANSFER MARKS ON THE FUSELAGE. THE PIC ASSESSED THE AIRCRAFT AS SAFE FOR CONTINUED FLIGHT TO ITS HOME BASE IN TEXAS.
THE FOLLOWING DAY, A MECHANIC INSPECTED THE AIRCRAFT AND REPORTED THAT THE DAMAGE EXTENDED TO THE PRESSURE VESSEL. THE NATIONAL TRANSPORTATION SAFETY BOARD (NTSB) OPENED AN ACCIDENT INVESTIGATION; HOWEVER, THE INVESTIGATION WAS SUBSEQUENTLY CLOSED AFTER NTSB ENGINEERING COULD NOT SUBSTANTIATE THAT THE AIRCRAFT HAD SUSTAINED SUBSTANTIAL DAMAGE.