# NTSB CHI03FA057: Cirrus Design SR-22, N9523P, Hill City, MN, January 18, 2003 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: January 18, 2003, 06:38 local (12:38 UTC) - Place: Hill City, MN - Coordinates: 46.891109, -93.596664 - Nearby events: https://openairdocs.org/map.md?lat=46.8911&lon=-93.5967&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report February 5, 2004 - Report: Approved by Office Director - Parties: FAA - Minneapolis FSDO, Continental Motors, Cirrus Design, Ballistic Recovery Systems - NTSB case key (mKey): 56361 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI03FA057 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/56361/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=56361 - Page: https://openairdocs.org/ntsb/CHI03FA057 ## Probable cause Spatial disorientation experienced by the pilot, due to a lack of visual references, and a failure to maintain altitude. Contributing factors were the pilot's improper decision to attempt flight into marginal VFR conditions, his inadvertent flight into instrument meteorological conditions, the low lighting condition (night) and the trees. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with object, maneuvering - turn to reverse direction - planning/decision - improper, pilot in command (contributing factor) - vfr flight into imc - inadvertent, pilot in command (contributing factor) - spatial disorientation, pilot in command (cause) - altitude - not maintained, pilot in command (cause) - object - tree(s) (contributing factor) - light condition - night (contributing factor) - In flight collision with terrain/water, maneuvering - turn to reverse direction - terrain condition - ground ## Analysis The Cirrus SR-22 aircraft was destroyed upon impact with trees and terrain following a loss of altitude during a turn. The accident site was located in relatively level, wooded terrain. The surrounding area was sparsely populated and heavily wooded. The accident occurred prior to civil twilight and marginal VFR weather conditions were reported at the departure airport. FAA radar data depicted an aircraft proceeding from the departure airport to the south, roughly paralleling a two-lane roadway. The aircraft initially leveled at 2,500 feet pressure altitude. The altitude gradually increased to 3,200 feet. Shortly afterward, the aircraft entered a descending left turn to reach a minimum altitude of 2,400 feet. This resulted in an average descent rate of 2,000 fpm. The aircraft immediately began a climb, as the radius of the left turn decreased noticably. Final radar contact was at 2,900 feet pressure altitude, 0.21 nautical miles, on a course of 278 degrees magnetic to the accident site. The rate of climb averaged 2,500 fpm between the final two radar data points. Several witnesses reported seeing an aircraft flying southbound shortly before the time of the accident. They reported the aircraft was relatively low and was traveling at a high rate of speed. None of the witnesses reported noticing any problems with the aircraft or engine. Witness reports of the weather conditions varied from mostly cloudy to clear, depending on their location. Impact angle was approximately 15 degrees nose down, based on observed tree strikes. The debris path was approximately 500 feet long and the aircraft was highly fragmented. A post accident examination of the aircraft and engine did not reveal any anomalies. The aircraft had logged 35.7 hours since new. The pilot held a private pilot certificate, with a single-engine land rating. He had logged 248.0 hours total time, including 57.0 hours of instrument time and 18.9 hours of night flight time. The pilot was the owner of the aircraft and had taken delivery nearly six weeks prior to the accident. He had completed a flight training program specific to the SR-22 aircraft. This resulted in a VFR-only completion certificate and a high-performance aircraft endorsement. The pilot had logged a total of 19.0 hours in the SR-22. This included 0.3 hour of actual instrument time and 2.3 hours of night flight time. The remaining flight time logged, with the exception of 1.0 hour, was in a Cessna 172 aircraft. ## Factual narrative HISTORY OF FLIGHT On January 18, 2003, at 0638 central standard time, a Cirrus SR-22, N9523P, owned and piloted by a private pilot, was destroyed following an in-flight collision with terrain near Hill City, Minnesota. The 14 CFR Part 91 personal flight was not on a flight plan. Visual meteorological conditions prevailed at the time of the accident. The pilot and single passenger sustained fatal injuries. The airplane departed the Grand Rapids/Itasca County Airport (GPZ), Grand Rapids, Minnesota, at 0630, with an intended destination of St. Cloud Regional Airport (STC), St. Cloud, Minnesota. An individual representing N9523P contacted the Princeton Automated Flight Service Station (AFSS) at 0455 on the morning of the accident. The individual requested a visual flight rules (VFR) weather briefing from GPZ to STC, departing at 0600. The caller was advised of the current and forecast conditions along the proposed route of flight, as well as of the Aeronautical Meteorological Information (AIRMET) in effect at the time. An individual representing N9523P requested an abbreviated weather briefing from Princeton AFSS at 0541. Proposed departure time was stated as 0600. During his initial statement to the briefer, the caller noted that conditions at GPZ were marginal at the time. He noted that current conditions at GPZ were about 2,800 feet overcast and that he was "hoping to slide underneath it and then climb out." He requested current conditions at STC and any pilot reports. He was advised of the STC conditions and that no pilot reports were on file across the state at that time. Several witnesses reported seeing and/or hearing the aircraft shortly before the accident. An individual who resided approximately 4-1/2 miles south of Grand Rapids reported seeing an aircraft flying southbound past his residence. He stated the aircraft appeared to be following the road. He estimated the aircraft's altitude as 100 feet above the trees, and its speed as 150 miles per hour. He noted the engine sound was smooth, it "wasn't laboring." He added: "That thing was moving." He recalled the weather conditions at his location as clear and moon lit. A second individual who resided at the north end of Hill Lake stated that he stepped outside and saw an airplane come over a hill northeast of his home. The aircraft's flight path appeared to be northeast-to-southwest, passing slightly east of his location. He remarked that he thought the aircraft was "too low" and the pilot "better pull that thing up." He recalled weather conditions at his location as partly to mostly cloudy, with a fair amount of moonlight. A third individual, located in Hill City at the time, reported seeing an aircraft similar to the accident aircraft fly over. He stated the airplane "seemed to be following the highway." He added, "If he'd been two blocks east, he'd have hit the water tower," estimating the aircraft's altitude as 100 feet agl. He noted the engine seemed to be at full throttle and that it "wasn't missing." "He was going fast," he added. He recalled weather conditions at his location as clear and cold. A fourth individual, located about ½ mile south of the accident site, heard the aircraft fly over. He stated that it "sounded like the prop wasn't catching any air. It was just screaming." Approximately 3-4 seconds after the aircraft flew over, he stated that he heard what he considered to be the impact. He noted that as he was looking out his window, he saw a "fireball" up over the trees. He recalled the weather conditions at his location as clear, with a full moon. Initial 9-1-1 calls were received by local authorities approximately 0640. The accident site was located at 0738 with the assistance of an emergency medical helicopter affiliated with a local hospital. PERSONNEL INFORMATION The pilot, age 47, held a private pilot certificate with an airplane single-engine land rating. He held a third class medical certificate issued on October 28, 2002, with a limitation of "Must wear corrective lenses." The pilot's logbook was recovered at the scene. Some pages were damaged and partially unreadable. According to the logbook, he had logged 248.0 hours total time. Of these, 18.9 were in an SR-22. Except for 1.0 hour in a simulator, the remaining flights logged were in a Cessna 172 aircraft. He had logged a total of 57.0 hours of instrument flight time and 19.0 hours of night flight time. Instrument and night flight time in the SR-22 totaled 0.3 and 2.3 hours, respectively. According to Cirrus Design/University of North Dakota records, the pilot completed the SR-22 training course on December 12, 2002. The course consisted of 4 flights for a total of 12.5 hours of dual flight instruction and 5.3 hours of ground instruction. The record indicates a ground lesson, which included "Brief on VFR into IMC procedures", was completed on the last day of the course. The flight lesson entitled "IFR Flight (Non-rated)" was not conducted. A VFR-only completion certificate and High Performance aircraft endorsement were awarded on December 12th. The endorsement was limited to SR-22 aircraft only, according to the training record. AIRCRAFT INFORMATION The airplane involved in the accident was a 2002 Cirrus SR-22, S/N 0399. An airworthiness certificate was issued on November 26, 2002. The pilot took delivery of the aircraft on December 9, 2002. Total time on the airframe and engine at the time of the accident was 35.7 hours. Maintenance logbook entries noted minor discrepancies were repaired after delivery. On December 5, 2002, an entry indicating removal, rebalancing and reinstallation of the left elevator was completed. According to Cirrus Design records, the item was related to the elevator tip being replaced due to some cosmetic defects noted on delivery. Cirrus Design procedures require rebalancing of the flight controls after repair or repainting. Logbook entries also indicate an engine pre-heater was installed after delivery. This was completed on December 27, 2002, at 30.2 hours. METEOROLOGICAL INFORMATION Routine aviation weather reports (METAR's) for airports in the area on the morning of the accident were as follows: Location: Grand Rapids (GPZ) -- 20 nautical miles north of the accident site; Time: 0635; Wind: 320 degrees magnetic at 17 knots, gusting to 22 knots; Visibility: 7 statute miles; Sky condition: Few clouds at 300 feet agl, broken clouds at 1,400 feet agl, and overcast clouds at 2,700 feet agl; Temperature: -16 degrees Celsius; Dew point: -21 degrees Celsius; Altimeter: 29.85 inches of mercury. Location: Aitkin Municipal (AIT) -- 21 nautical miles south of the accident site; Time: 0635; Wind: 310 degrees magnetic at 9 knots, gusting to 17 knots; Visibility: 10 statute miles; Sky condition: Scattered clouds at 2,500 feet agl; Temperature: -14 degrees Celsius; Dew point: -17 degrees Celsius; Altimeter: 29.88 inches of mercury. Location: Brainerd Lakes Regional (BRD) -- 37 nautical miles south-southwest of the accident site; Time: 0636; Wind: 310 degrees magnetic at 10 knots, gusting to 16 knots; Visibility: 10 statute miles; Sky condition: Broken clouds at 2,300 feet agl; Temperature: -16 degrees Celsius; Dew point: -19 degrees Celsius; Altimeter: 29.91 inches of mercury. AIRMETs for IFR conditions and turbulence were in effect at the time of the accident. AIRMET Sierra for occasional ceilings below 1,000 feet agl and/or visibilities below 3 statute miles in light snow showers and blowing snow was issued at 0245. IFR conditions along the GPZ-STC route of flight were expected to continue beyond 0900, ending around 1200. AIRMET T ## Aircraft - Registration: [N9523P](https://openairdocs.org/deregistered/N9523P-2003-07-17), registration cancelled 2003-07-17, S/N 0399, built 2002 (OpenAirDocs) - Reported make and model: Cirrus Design Corp. SR-22 - Registry model: [Cirrus Design SR22](https://openairdocs.org/model/cirrus-design-sr22) (registry code 2130001) (OpenAirDocs) - Registry engine: [Continental IO-550 series](https://openairdocs.org/engine/continental-io-550-series) (registry code 17042, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 0399 - Airframe hours: 36 - Engines: Continental IO-550-N(7) 310 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, November 26, 2002, 36 hours before - Departed: GPZ, Grand Rapids, MN - Destination: STC, St Cloud, MN ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 47; injuries: fatal; private; airplane ratings: single-engine land; medical: class 3, valid medical--w/ waivers/lim; last flight review July 18, 2001; seat: left; toxicology performed; flight hours: 248 total, 19 in this make and model, 53 in the last 90 days, 16 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night - Wind: 320° at 17 knots, gusting 22 - Visibility: 7 statute miles - Lowest ceiling: 1,400 ft broken - Temperature: 3 °F, dew point -6 °F - Altimeter: 29.85 inHg - Observed at: GPZ, 20 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20030118000209A](https://openairdocs.org/incident/20030118000209A), Jan 18, 2003: Cirrus SR22, Hillcity, MN, Destroyed, 2 fatal. (-23) Aircraft was heading approximately 280 degrees when it impacted the trees. The aircraft caught on fire and broke into pieces and impacted the ground. The… ## Docket (30 files) The files NTSB released with the investigation on December 1, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=56361. 6.4 MB in all. - Witness Statements and Record of Interviews (item 1, .PDF, 363 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420017&FileExtension=.PDF&FileName=Witness%20Statements%20and%20Record%20of%20Interviews-Redacted.PDF - Township Map With Accident Site Marker (Block 23) (item 2, .PDF, 97 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201253&FileExtension=.PDF&FileName=Township%20Map%20With%20Accident%20Site%20Marker%20(Block%2023)-Master.PDF - Weather History (item 3, .PDF, 417 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40176879&FileExtension=.PDF&FileName=Weather%20History-Master.PDF - Transcript of Weather Briefing (item 4, .PDF, 238 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420018&FileExtension=.PDF&FileName=Transcript%20of%20Weather%20Briefing-Redacted.PDF - Airmets In Effect At The Time of the Accident (item 5, .PDF, 54 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201255&FileExtension=.PDF&FileName=Airmets%20In%20Effect%20At%20The%20Time%20of%20the%20Accident-Master.PDF - Plot of Aircraft Radar Track Data (item 6, .PDF, 852 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201256&FileExtension=.PDF&FileName=Plot%20of%20Aircraft%20Radar%20Track%20Data-Master.PDF - Aircraft Performance Data (item 7, .PDF, 45 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201257&FileExtension=.PDF&FileName=Aircraft%20Performance%20Data-Master.PDF - Plot of Aircraft Altitude Data (item 8, .PDF, 71 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201258&FileExtension=.PDF&FileName=Plot%20of%20Aircraft%20Altitude%20Data-Master.PDF - Plot of Aircraft Vertical Speed (item 9, .PDF, 72 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201259&FileExtension=.PDF&FileName=Plot%20of%20Aircraft%20Vertical%20Speed-Master.PDF - Plot of Aircraft Ground Speed (item 10, .PDF, 73 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201260&FileExtension=.PDF&FileName=Plot%20of%20Aircraft%20Ground%20Speed-Master.PDF - Plot of Aircraft True Airspeed (item 11, .PDF, 87 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201261&FileExtension=.PDF&FileName=Plot%20of%20Aircraft%20True%20Airspeed-Master.PDF - Pilot Log (item 12, .PDF, 835 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40176880&FileExtension=.PDF&FileName=Pilot%20Log-Master.PDF - Cirrus Design Initial Training Syllabus (item 13, .PDF, 301 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420019&FileExtension=.PDF&FileName=Cirrus%20Design%20Initial%20Training%20Syllabus-Redacted.PDF - Aircraft Log (item 14, .PDF, 300 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420020&FileExtension=.PDF&FileName=Aircraft%20Log-Redacted.PDF - Engine Logbook (item 15, .PDF, 148 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420021&FileExtension=.PDF&FileName=Engine%20Logbook-Redacted.PDF - Propeller Logbook (item 16, .PDF, 83 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420022&FileExtension=.PDF&FileName=Propeller%20Logbook-Redacted.PDF - Delivered Weight Data & Equipment List (item 17, .PDF, 282 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40176885&FileExtension=.PDF&FileName=Delivered%20Weight%20Data%20%26%20Equipment%20List-Master.PDF - Correspondence From Cirrus Design (item 18, .PDF, 84 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201262&FileExtension=.PDF&FileName=Correspondence%20From%20Cirrus%20Design-Master.PDF - Engine Teardown (item 19, .PDF, 105 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40176886&FileExtension=.PDF&FileName=Engine%20Teardown-Master.PDF - Toxicological Report - Pilot (item 20, .PDF, 54 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420023&FileExtension=.PDF&FileName=Toxicological%20Report%20-%20Pilot-Redacted.PDF - Toxicological Report - Passenger (item 21, .PDF, 49 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420024&FileExtension=.PDF&FileName=Toxicological%20Report%20-%20Passenger-Redacted.PDF - Fuel Log (item 22, .PDF, 66 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40176887&FileExtension=.PDF&FileName=Fuel%20Log-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 23, .PDF, 322 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420025&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 24, .PDF, 42 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40420026&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Photo 1. Accident Site - Impact Path (item 25, .PDF, 226 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201263&FileExtension=.PDF&FileName=Photo%201.%20%20Accident%20Site%20-%20Impact%20Path-Master.PDF - Photo 2. Accident Site - Engine & Propeller (item 26, .PDF, 229 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201265&FileExtension=.PDF&FileName=Photo%202.%20%20Accident%20Site%20-%20Engine%20%26%20Propeller-Master.PDF - Photo 3. Accident Site - Main Debris Area (item 27, .PDF, 226 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201266&FileExtension=.PDF&FileName=Photo%203.%20%20Accident%20Site%20-%20Main%20Debris%20Area-Master.PDF - Photo 4. Post-Accident Airframe Layout - Empennage (item 28, .PDF, 215 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201267&FileExtension=.PDF&FileName=Photo%204.%20%20Post-Accident%20Airframe%20Layout%20-%20Empennage-Master.PDF - Photo 5. Post-Accident Airframe Layout - Horizontal Stabilizer Looking Forward (item 29, .PDF, 217 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201268&FileExtension=.PDF&FileName=Photo%205.%20%20Post-Accident%20Airframe%20Layout%20-%20Horizontal%20Stabilizer%20Looking%20Forward-Master.PDF - Photo 6. Post-Accident Airframe Layout - Nose Looking Aft (item 30, .PDF, 216 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40201269&FileExtension=.PDF&FileName=Photo%206.%20%20Post-Accident%20Airframe%20Layout%20-%20Nose%20Looking%20Aft-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.