# NTSB ERA22LA125: Cirrus Design SR22, N987AA, Pinehurst, NC, February 9, 2022 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 4 · Limited · Final report - Date: February 9, 2022, 17:48 local (22:48 UTC) - Place: Pinehurst, NC - Coordinates: 35.237423, -79.389034 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=35.2374&lon=-79.3890&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach-VFR pattern final: Inflight upset](https://openairdocs.org/ntsb-events/271) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed - Report: Approved by Office Director - Investigation class: Class 4 - Basic report with no Prelim publish - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO - NTSB case key (mKey): 104648 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA22LA125 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/104648/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=104648 - Page: https://openairdocs.org/ntsb/ERA22LA125 ## Probable cause The in-flight encounter while on final approach with high-speed trailing vortices from a military helicopter, resulting in abnormal runway contact. Contributing to the accident was the Cirrus pilot’s incorrect selection of the common traffic advisory frequency on the aircraft’s radio. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Use of equip/info: use of equip/system](https://openairdocs.org/ntsb-findings/02063015): Personnel issues › Task performance · Pilot; cases with it: [Cirrus Design SR22, 16 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md?model=2130001), [All aircraft, 1,391 cases](https://openairdocs.org/ntsb-findings/02063015/cases.md) - [Turbulence](https://openairdocs.org/ntsb-findings/03032000): Environmental issues › Conditions/weather/phenomena · Effect on operation (probable cause); cases with it: [Cirrus Design SR22, 2 cases](https://openairdocs.org/ntsb-findings/03032000/cases.md?model=2130001), [All aircraft, 92 cases](https://openairdocs.org/ntsb-findings/03032000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach-VFR pattern final: Inflight upset](https://openairdocs.org/ntsb-events/271) (defining event); cases with it: [Cirrus Design SR22, 1 case](https://openairdocs.org/ntsb-events/271/sequence.md?model=2130001), [All aircraft, 74 cases](https://openairdocs.org/ntsb-events/271/sequence.md) - [Approach-VFR pattern final: Loss of control in flight](https://openairdocs.org/ntsb-events/240); cases with it: [Cirrus Design SR22, 74 cases](https://openairdocs.org/ntsb-events/240/sequence.md?model=2130001), [All aircraft, 5,002 cases](https://openairdocs.org/ntsb-events/240/sequence.md) - [Landing-flare/touchdown: Abnormal runway contact](https://openairdocs.org/ntsb-events/090); cases with it: [Cirrus Design SR22, 16 cases](https://openairdocs.org/ntsb-events/090/sequence.md?model=2130001), [All aircraft, 1,506 cases](https://openairdocs.org/ntsb-events/090/sequence.md) ## Analysis The Cirrus pilot reported making a radio call on what he thought was the published common traffic advisory frequency (CTAF) when the flight was 10 miles away, then continued to the airport for a straight-in approach to runway 23 making radio calls. During the same time frame, a flightcrew member of an Army helicopter announced on the CTAF when their flight was on 10, 5, and 2 nautical mile final for runway 5. The Cirrus pilot indicated that he did not hear any communication on the CTAF and he was unable to activate the runway lights using the CTAF. When the Cirrus flight was between 2 and 3 miles from the airport, he saw a helicopter at the opposite end of the runway moving to the east, adding that the sun was in his eyes which was “definitely a factor.” He did not hear the helicopter on the selected CTAF frequency and made a radio call on the CTAF that he was on short final approach. A flightcrew member of the military helicopter reported they did not hear any advisory call from the airplane and after they spotted it, the IP took the controls and turned to the right (east) to avoid a collision. The Cirrus pilot indicated that after flying over the airport property fence, he looked to his left and noted a military helicopter several hundred feet above his altitude. He continued his descent to runway 23 and when the flight was about 15 to 20 ft AGL the flight encountered, “very strong turbulence” which caused the left wing to drop. He recovered from that and then when the flight was between 5 and 10 ft AGL encountered another round of “very strong turbulence” which made the right wing contact the runway resulting in substantial damage to the wing. The airplane went to the right and skidded into the grass. The military helicopter continued to the east and reported that since they could not affect the situation continued with the training. A short audio recording of the CTAF recorded a flightcrew member of the military helicopter announcing they were on a 2 mile final for runway 5, followed by an announcement that they were departing to the east off of runway centerline. Postaccident examination of the radios of the Cirrus airplane revealed the pilot had selected the #2 radio to transmit, which was set to 122.700 MHz. That frequency was the departure airport CTAF. The accident airport published CTAF was 123.05MHz. ## Aircraft - Registration: [N987AA](https://openairdocs.org/deregistered/N987AA-2023-07-01), registration cancelled 2023-07-01, S/N 0513, built 2003 (OpenAirDocs) - Reported make and model: CIRRUS DESIGN CORP SR22 (NO SERIES) - 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: 0513 - Year built: 2003 - Airframe hours: 2409 - Engines: Continental IO-550-N7B 310 horsepower reciprocating - Damage: Substantial damage - Fire: On-Ground - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 6, 2021 - Departed: HRJ, Erwin, NC - Destination: Same as departure - Airport: SOP, Moore County, runway 23, 6,503 × 150 ft, asphalt - Equipment: Airframe parachute, ADS-B, Stall warning system, Onboard weather, Electronic primary flight display, Electronic multifunction display, Electronic flight bag or handheld device, Auto-pilot ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 70; injuries: none; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review June 25, 2020; seat: left; restraint: 4-point; flight hours: 1,468.6 total, 1,369 in this make and model, 1,469 as pilot in command, 65 in the last 90 days, 12.5 in the last 30 days, 3.1 in the last 24 hours ## Weather - Conditions: Visual (VMC), Dusk - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 50 °F, dew point 30 °F - Altimeter: 29.98 inHg - Observed at: KSOP - METAR: KSOP 092256Z AUTO 00000KT 10SM CLR 10/M01 A2998 RMK AO2 SLP159 T01001006 TSNO ## 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 20220209001509A](https://openairdocs.org/incident/20220209001509A), Feb 9, 2022: Cirrus Design Corp SR22, Southern Pines, NC, Destroyed. Army helicopter was making an approach to runway 5 at ksop and making the proper radio calls on the CTAF frequency of 123.05. The army helicopter had the right… ## Docket (8 files) The files NTSB released with the investigation on May 26, 2022, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=104648. 13.9 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 11.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13442871&FileExtension=pdf&FileName=6120_1%20Master%20Form_Recd%203%2014%202022_Redacted-Rel.pdf - NTSB record of conversation (item 2, PDF, 7 pages, 1 photo, 380 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13443762&FileExtension=pdf&FileName=Record%20of%20NTSB%20Conversation_Redacted-Rel.pdf - FAA record of conversations (item 3, PDF, 3 pages, 382 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13444343&FileExtension=pdf&FileName=Record%20of%20FAA%20Conversations_Redacted-Rel.pdf - Statements from military flightcrew (item 4, PDF, 4 pages, 423 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13444599&FileExtension=pdf&FileName=Statements%20from%20Military%20Flightcrew_Redacted-Rel.pdf - FAA inspector statement (item 5, PDF, 3 pages, 814 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13444785&FileExtension=pdf&FileName=Inspector%20Statement%20N987AA_Redacted-Rel.pdf - Memorandum for record - recorded audio review (item 6, PDF, 1 page, 119 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13446146&FileExtension=pdf&FileName=Memorandum%20For%20Record%20-Recorded%20Audio%20Review-Rel.pdf - Investigative photograph (item 7, PDF, 1 page, 1 photo, 279 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13444773&FileExtension=pdf&FileName=Investigative%20Photographs-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 8, PDF, 1 page, 292 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=13451765&FileExtension=pdf&FileName=Wreckage%20Release%20Form_Redacted-Rel.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.