# NTSB CHI06FA218: Cirrus Design SR22, N658CD, Boyceville, WI, August 5, 2006 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Field investigation · Final report - Date: August 5, 2006, 11:40 local (16:40 UTC) - Place: Boyceville, WI - Coordinates: 45.044166, -92.020278 - Nearby events: https://openairdocs.org/map.md?lat=45.0442&lon=-92.0203&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 1 serious, 2 minor - Status: Completed, report January 31, 2008 - Report: Approved by Office Director - Parties: Federal Aviation Administration - Minneapolis FSDO, AmSafe Aviation, National Transportation Safety Board, Cirrus Design Corporation, Teledyne Continental Motors, Inc, Avidyne Corporation - NTSB case key (mKey): 64294 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI06FA218 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/64294/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=64294 - Page: https://openairdocs.org/ntsb/CHI06FA218 ## Probable cause The pilot's failure to maintain adequate airspeed and the certified flight instructor's delayed remedial action and inadequate supervision of the flight training, which resulted in an inadvertent stall during a base to final turn to the landing runway. An additional cause was the pilot's lack of total experience in the Cirrus SR22. A factor in the accident was the low altitude at which the stall occurred. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with terrain/water, approach - airspeed - not maintained, dual student (cause) - remedial action - delayed, pilot in command(cfi) (cause) - stall - inadvertent, dual student (cause) - altitude - low (contributing factor) - supervision - inadequate (cause) - terrain condition - ground - lack of total experience in type of aircraft, dual student (cause) ## Analysis The airplane impacted terrain on the airport during a simulated forced landing attempt at the end of a four day training curriculum for a new owner of a Cirrus SR22 airplane. The pilot/dual student had received a private pilot certificate at total time of 60.8 hours, about 1 1/2 months prior to the accident. Two days before the accident, the pilot received a high performance airplane endorsement from the certified flight instructor (CFI) who was providing Cirrus SR22 instruction at the time of the accident. The curriculum was extended by the pilot to a fourth day from the normal three day curriculum. During a simulated total loss of engine power, the pilot flew to an airport and entered the left downwind traffic pattern for a landing on runway 26. During the base to final turn, the pilot banked "steeply," and when the airplane exceeded a 30 degree left bank, the CFI verbally warned the pilot. The pilot "banked [the airplane] steeper," the stall horn sounded, and the left wing "dropped." The CFI then "grabbed the controls to prevent [the airplane] from entering a spin" and applied full power. The CFI reported that the airplane was "losing altitude in the stall with the left and right wing alternately dropping." The airplane impacted terrain to the right of the approach end of runway 26. A passenger who had flown the Cirrus SR22 stated the difficulties in transitioning to the Cirrus SR22 included maintaining airspeed. He said that it's not like a Cessna 172 because it gets "fast" and you cannot feel an impending stall. The passenger also stated that getting use to all the electronics aboard the Cirrus SR22 is a lot to learn over three days. ## Factual narrative HISTORY OF FLIGHT On August 5, 2006, at 1140 central daylight time, a Cirrus Design Corp. SR22, N658CD, received substantial damage on impact with terrain during approach to runway 26 (3,300 feet by 60 feet, asphalt) at Boyceville Municipal Airport (3T3), Boyceville, Wisconsin. Visual meteorological conditions prevailed at the time of the accident. The 14 CFR Part 91 instructional flight was not operating on a flight plan. The pilot received serious injuries. The certified flight instructor (CFI) and the passenger received minor injuries. The flight originated from Duluth International Airport, Duluth, Minnesota, at 1015, and was en route to Chippewa Valley Regional Airport (EAU), Eau Claire, Wisconsin. The pilot had recently purchased the accident aircraft and was receiving Cirrus Factory Authorized Training, which was provided by University of North Dakota Aerospace instructors. According to the CFI, pilots receive, on average, three days of training which is included in the purchase price. The accident pilot made the decision to receive four days of training rather than three days. The CFI reported that on the last day of training the airplane was en route towards EAU when he announced a simulated oil annunciator light during cruise flight. The pilot selected a course to the nearest airport, 3T3, which was less than five nautical miles away from their position. The CFI then pulled the throttle to idle to simulate an engine failure. The pilot descended into a left hand pattern for runway 26 at best glide speed and was at approximately 1,000 feet above ground level (AGL) "abeam the runway numbers." The CFI reported that the airplane was "stabilized at best glide airspeed on base" when the audible 500 feet AGL warning from the terrain awareness warning system sounded. The CFI stated that the pilot banked "steeply" to the left and when the airplane exceeded 30 degrees of bank he verbally warned the pilot. The pilot "banked [the airplane] steeper," the stall horn sounded, and the left wing "dropped." The CFI then "grabbed the controls to prevent [the airplane] from entering a spin" and applied full power. The CFI reported that the airplane was "losing altitude in the stall with the left and right wing alternately dropping." The airplane subsequently impacted terrain, coming to rest upright and facing "back in the direction from which [the airplane] had come." The CFI stated in his accident report that "the aircraft owner/pilot in training had previously performed all elements correctly: stalls, traffic patterns, and power off landings. They had discussed bank angle limits in traffic patterns. While likely being caught up in the maneuver at hand, the pilot lost sight of the overall picture and jeopardized safety to complete the task. With low flight time (approximately 60 to 70 hours, all in a Cessna 172), the pilot did not correlate all tasks and acted unpredictably." PERSONNEL INFORMATION Pilot logbook records indicate that the pilot began flight training on October 30, 2004, and after accumulating a total flight time of 60.8 hours, he was issued a private pilot certificate with a single-engine land rating on June 22, 2006, using a Cessna 172 for the flight portion of the examination. Prior to issuance of a pilot certificate, he accumulated 4 hours of flight time in Mooney 20F airplanes and the remainder of his flight time in Cessna 172 airplanes. Following the issuance of his pilot certificate, he accumulated an additional 4.5 hours of flight time prior to beginning Cirrus SR22 training and receiving a 14 CFR Part 61.31(f) high performance airplane endorsement on August 3, 2006. The endorsement was signed by the CFI involved in the accident and the flight had been flown in the accident airplane. The CFI stated that he attended the University of North Dakota (UND) in fall 1999 and began flying in January 2000. He graduated from UND in spring 2000, with a commercial pilot certificate, multiengine airplane rating, CFI certificate with an instrument rating. He was hired by UND as a CFI and began private instruction on Cirrus airplanes in "late" June 2006, after receiving training on Cirrus airplanes. He accumulated a total flight time of 915 hours, of which 62 hours were in Cirrus SR22 airplanes. AIRCRAFT INFORMATION The 2005 Cirrus SR22, airplane was registered to the pilot on August 2, 2006, after it had been registered to a previous owner. The airplane was then purchased by the current owner through the Cirrus Certified program. The airplane was equipped with AMSAFE, Incorporated inflatable four-point restraint safety belts with an intergraded airbag device. The system was installed under a Federal Aviation Administration Final Special Condition and issued as part of the type certificate basis for the airplane, as modified by AMSAFE, Incorporated. The rear seat passenger, who was also the pilot's son, accompanied the pilot through all aspects of Cirrus SR22 flight training. The passenger stated that he accumulated a total flight time of approximately 55 hours in Cessna 172 airplane(s) towards a private pilot certificate and he was scheduled to take the exam after his return from Duluth, Minnesota. While in Duluth, the passenger flew the Cirrus SR22 from the left seat and stated the difficulties in transitioning to the Cirrus SR22 included maintaining airspeed. He said that it's not like a Cessna 172 as it gets fast. The Cirrus is unlike a Cessna 172 where you can feel an impending stall where it gets "mushy," and you have to be on top of the gauges. He added that with getting used to all the electronics is a lot to learn over three days. WRECKAGE AND IMPACT INFORMATION The airplane was located approximately 350 feet to the right of the approach end for runway 26 in a bean field. The main wreckage, which consisted of the fuselage, wings, empennage, and engine was at the western edge of a 150 foot long ground scar oriented on a 270 degree heading. There were three depressions along the length of the ground scar. The eastern end of the ground scar was near an area of debris from the left wing tip and pieces of the upper wing skin, followed by a second depression approximately 50 feet from the first ground scar along the 270 degree heading. The second depression was approximately 10 feet by 15 feet and contained pieces of engine cowling. Adjacent to the second depression were tree branches cut approximately 60 degrees relative to horizontal. The western most depression contained the main wreckage oriented on a tail to nose heading of approximately 150 degrees with the attached engine, fuselage, wings, and empennage. The left wing (the wing is a one piece wing) exhibited wrinkles oriented from the inboard leading edge, forward of the fuel cap, to the outboard direction approximately 3/4 chord at a 45 degree angle relative to the wing chord. The left wing tip was separated from the wing which was fractured about 8 feet inboard from the wing tip. The left wing also exhibited aft wise deformation. The right wing was undamaged. Both wing flaps were attached to their wings. The fuselage was separated from the wing assembly and was resting on its right side. The fuselage separation traversed the bottom of the A-pillars to the left cabin door lower aft corner, across the floor between the front and rear seats, and to the lower aft corner of the right cabin door. The nose landing gear was fractured from the gear mount at the upper end of the strut. The nose landing gear tire and wheel were attached to the strut. The left main landing gear was attached to the wing. The right main landing gear was separated approximately midpoint of the axle fitting and the strut upper end fitting. The lower section of the right main landing gear strut was separated from the wing. The right main landing gear tire and wheel assembly remained attached to the lower section of the sep ## Aircraft - Registration: [N658CD](https://openairdocs.org/deregistered/N658CD-2009-10-07), registration cancelled 2009-10-07, S/N 1713, built 2005 (OpenAirDocs) - Reported make and model: Cirrus Design Corp. SR22 - 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: 1713 - Engines: Teledyne Continental IO-550-N 310 horsepower reciprocating - Damage: Substantial damage - Flight: Instructional, Part 91 - Registered owner: Pilot - Airworthiness certificate: Standard, Normal - Departed: DLH, Duluth, MN - Destination: RNH, New Richmond, WI - Airport: 3T3, Boyceville Municipal Airport, runway 26, 3,300 × 60 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 55; injuries: serious; private; airplane ratings: single-engine land; medical: unknown, unknown; last flight review June 1, 2006; seat: left; flight hours: 77 total, 12 in this make and model, 34 as pilot in command, 35 in the last 90 days, 16 in the last 30 days, 5 in the last 24 hours - Student pilot; age 27; injuries: minor; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1; last flight review June 1, 2005; seat: right; flight hours: 915 total, 62 in this make and model, 672 as pilot in command, 100 in the last 90 days, 33 in the last 30 days, 4 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 120° at 6 knots - Visibility: 10 statute miles - Temperature: 73 °F, dew point 64 °F - Altimeter: 30.01 inHg - Observed at: LUM, 11 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 20060805026949A](https://openairdocs.org/incident/20060805026949A), Aug 5, 2006: Cirrus SR22, Boyceville, WI, Destroyed. (-23) During a slow flight training maneuver with the pilot/owner in left seat, CFI in the right seat and one passenger in a back seat, the aircraft left wing… ## Docket (27 files) The files NTSB released with the investigation on December 19, 2007, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=64294. 24.1 MB in all. - Cockpit Display Data - Factual Report (item 1, .PDF, 3.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40272624&FileExtension=.PDF&FileName=Cockpit%20Display%20Data%20-%20Factual%20Report-Master.PDF - Cockpit Display Data - Attachment 2 (item 2, .CSV, 107 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40272625&FileExtension=.csv&FileName=Cockpit%20Display%20Data%20-%20Attachment%202-Master.csv - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 3, .PDF, 334 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283138&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Record of Interview (item 4, .PDF, 334 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283115&FileExtension=.PDF&FileName=Record%20of%20Interview-Master.PDF - Civil Engineering Survey of Accident Site (item 5, .PDF, 222 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283116&FileExtension=.PDF&FileName=Civil%20Engineering%20Survey%20of%20Accident%20Site-Master.PDF - Pilot Logbook (item 6, .PDF, 2.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283117&FileExtension=.PDF&FileName=Pilot%20Logbook-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 7, .PDF, 312 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283118&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Master.PDF - Weather Information (item 8, .PDF, 35 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283119&FileExtension=.PDF&FileName=Weather%20Information-Master.PDF - Photo 1. Ground Scar (item 9, .PDF, 1.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283120&FileExtension=.PDF&FileName=Photo%201.%20%20Ground%20Scar-Master.PDF - Photo 2. Ground Scar (item 10, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283121&FileExtension=.PDF&FileName=Photo%202.%20%20Ground%20Scar-Master.PDF - Photo 3. Ground Scar (item 11, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283122&FileExtension=.PDF&FileName=Photo%203.%20%20Ground%20Scar-Master.PDF - Photo 4. Fuselage (item 12, .PDF, 1.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283123&FileExtension=.PDF&FileName=Photo%204.%20%20Fuselage-Master.PDF - Photo 5. Fuselage (item 13, .PDF, 1.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283124&FileExtension=.PDF&FileName=Photo%205.%20%20Fuselage-Master.PDF - Photo 6. Engine/Propeller (item 14, .PDF, 908 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283125&FileExtension=.PDF&FileName=Photo%206.%20%20Engine%2FPropeller-Master.PDF - Photo 7. Fuselage (item 15, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283126&FileExtension=.PDF&FileName=Photo%207.%20%20Fuselage-Master.PDF - Photo 8. Engine/Propeller (item 16, .PDF, 1.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283127&FileExtension=.PDF&FileName=Photo%208.%20%20Engine%2FPropeller-Master.PDF - Photo 9. Empennage (item 17, .PDF, 952 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283128&FileExtension=.PDF&FileName=Photo%209.%20%20Empennage-Master.PDF - Photo 10. Empennage (item 18, .PDF, 985 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283129&FileExtension=.PDF&FileName=Photo%2010.%20%20Empennage-Master.PDF - Photo 11. Empennage (item 19, .PDF, 876 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283130&FileExtension=.PDF&FileName=Photo%2011.%20%20Empennage-Master.PDF - Photo 12. Empennage (item 20, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283131&FileExtension=.PDF&FileName=Photo%2012.%20%20Empennage-Master.PDF - Photo 13. Left Wing (item 21, .PDF, 992 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283132&FileExtension=.PDF&FileName=Photo%2013.%20%20Left%20Wing-Master.PDF - Photo 14. Left Wing (item 22, .PDF, 966 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283133&FileExtension=.PDF&FileName=Photo%2014.%20%20Left%20Wing-Master.PDF - Photo 15. Left Wing (item 23, .PDF, 917 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283134&FileExtension=.PDF&FileName=Photo%2015.%20%20Left%20Wing-Master.PDF - Photo 16. Right Wing (item 24, .PDF, 821 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283135&FileExtension=.PDF&FileName=Photo%2016.%20%20Right%20Wing-Master.PDF - Photo 17. Engine Frame (item 25, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40283136&FileExtension=.PDF&FileName=Photo%2017.%20%20Engine%20Frame-Master.PDF - Survival Factors Factual Report - GA Airbag Study (item 26, .PDF, 504 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40341542&FileExtension=.PDF&FileName=Survival%20Factors%20Factual%20Report%20-%20GA%20Airbag%20Study-Master.PDF - Reference to General Aviation Airbag Study (item 27, .PDF, 19 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40341661&FileExtension=.PDF&FileName=Reference%20to%20General%20Aviation%20Airbag%20Study-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.