Wednesday, February 20, 2019

Loss of Control in Flight: Cirrus SR22, N381DE; accident occurred February 20, 2019 at Jones Riverside Airport (KRVS), Tulsa, Oklahoma

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Oklahoma City, Oklahoma

Aviation Accident Final Report - National Transportation Safety Board:

Investigation Docket - National Transportation Safety Board:

Location: Tulsa, OK
Accident Number: GAA19CA142
Date & Time: 02/20/2019, 1700 CST
Registration: N381DE
Aircraft: Cirrus SR22
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Business 


The pilot reported that, while en route, he applied left rudder to stay coordinated and that he alternated his left and right legs due to muscle fatigue. He added that, during landing at the destination airport, the approach was stabilized and "felt normal" with the flaps set at 100%. During the landing flare, he used "very little rudder" to maintain centerline, and about 1 to 2 ft above the ground, the airplane suddenly yawed left about 30° to 45°. He added that there was not enough right rudder to maintain the airplane parallel with the runway, so he decided to go around. He applied power, and the airplane then yawed violently left and impacted the ground, exited the runway to the left, and came to rest in the grass left of a parallel taxiway.

The airplane sustained substantial damage to the fuselage.

The owner provided flight data from the accident flight. Examination of the data revealed that, within 25 seconds of the accident, the airplane descended from 782 to 619 ft mean sea level (msl) with the descent rate peaking around 1,019 ft per minute and the indicated airspeed decreasing from 86 to 60 knots. About 2 seconds before the accident, the pitch attitude peaked at 7° with a left roll of 16°. The airport elevation was about 638 ft msl.

The airplane was also equipped with a crash-hardened recoverable data module (RDM). Examination of the data recovered from the RDM revealed that the airplane veered left, the power and pitch were momentarily increased, and the stall warning horn was on.

The airplane manufacturer's recommended landing approach speed with flaps set to 100% was 80 to 85 knots. The aerodynamic stall speed at maximum gross weight was about 60 knots.

The pilot reported that the wind was light and variable and not gusting. The RDM data revealed that the wind was from 359° at 5 knots. The pilot was landing the airplane on runway 19L.

The Federal Aviation Administration inspector reported that he examined the airplane and verified rudder control continuity and noted that "everything was intact."

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to maintain a stabilized approach with a tailwind and his subsequent failure to maintain yaw control during an attempted go-around.


Descent/approach/glide path - Not attained/maintained (Cause)
Yaw control - Not attained/maintained (Cause)

Personnel issues
Aircraft control - Pilot (Cause)

Environmental issues
Tailwind - Effect on operation

Factual Information

History of Flight

Approach-VFR go-around
Loss of control in flight (Defining event)
Collision with terr/obj (non-CFIT)

Pilot Information

Certificate: Private
Age: 58, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 02/01/2017
Occupational Pilot: No
Last Flight Review or Equivalent: 04/17/2017
Flight Time:  (Estimated) 1133 hours (Total, all aircraft), 725 hours (Total, this make and model), 1063 hours (Pilot In Command, all aircraft), 81 hours (Last 90 days, all aircraft), 35 hours (Last 30 days, all aircraft), 4 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Cirrus
Registration: N381DE
Model/Series: SR22 Undesignated
Aircraft Category: Airplane
Year of Manufacture: 2017
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 4526
Landing Gear Type: Tricycle
Seats: 5
Date/Type of Last Inspection:  Unknown
Certified Max Gross Wt.: 3600 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Continental
ELT: Installed, not activated
Engine Model/Series: IO-550-N
Registered Owner: Destinations Efc Llc
Rated Power:
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KRVS, 638 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 2253 UTC
Direction from Accident Site: 239°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 4 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 250°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.9 inches Hg
Temperature/Dew Point: 11°C / -1°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: El Dorado, AR (ELD)
Type of Flight Plan Filed:  VFR
Destination: Tulsa, OK (RVS)
Type of Clearance: VFR; VFR Flight Following
Departure Time: 1530 CST
Type of Airspace: Class D

Airport Information

Runway Surface Type: Asphalt
Airport Elevation: 637 ft
Runway Surface Condition: Dry
Runway Used: 19L
IFR Approach: None
Runway Length/Width: 4208 ft / 100 ft
VFR Approach/Landing: Full Stop; Go Around; Traffic Pattern

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 36.039722, -95.982500

A Cirrus SR-22 crashed at Jones-Riverside Airport near Jenks late Wednesday afternoon.

EMSA and Tulsa firefighters responded. Officials say one person was on board and did not suffer any injuries or require treatment.

Investigators say the plane began wobbling in crosswinds as it was descending toward the runway and crashed on the east side of the east taxiway.

Destinations Executive Flight Center in Tulsa confirmed to 2 News Works For You that the company owns the plane. The pilot is based in Green Country and flies regularly for business in the region, a spokesperson said. He was returning from a day trip to El Dorado, Arkansas, flight records show.

The airport was closed while crews clean up the wreckage, but everything is running smoothly again.

Original article can be found here ➤

A pilot was not injured after a small plane crashed Wednesday afternoon at Jones Riverside Airport in south Tulsa.

The sole occupant of the single-engine plane was able to exit after the crash and was not injured, authorities said.

He told first responders he lost control during his landing approach. The plane is a Cirrus SR22.

Firefighters about 5:20 p.m. were called to the crash on the south side of the airport, located in south Tulsa just north of Jenks.

Air traffic in and out of the airport was suspended while authorities investigated the crash.

The airport has three runways, over 200 commercial and private hangars, and over 500 based aircraft.

During 2011, the control tower recorded 202,539 operations (average of 555 per day).

Operations include charter, business, medical, law enforcement, government, and privately owned aircraft, according to the airport's website.

Original article can be found here ➤

TULSA, Oklahoma (KTUL) — The Jones-Riverside Airport in Jenks is shut down after an emergency involving a plane.

Crews are on scene investigating.

Story and video ➤


  1. Right when I saw there was a comment I knew it would be a stupid chute comment.

  2. Well, I guess Juicy Smollett was flying it. Any news to escape this insane story this week is good news. Juicy should'a pulled the chute! LOL!

  3. The jury is in. The case is closed. Cirrus Airframe Parachute System (CAPS) works and it saves lives. In fact, there are (fill-in the number, intentionally left blank) people alive today because a Cirrus pilot pulled the chute in time to avert a tragedy.

  4. Ballistic Recovery System is an amazing safety option to have on board but I have to ask the question of why it seems so many Cirrus Aircraft are caught in the position of having to pull the CAPS and why so many engine failures? Why are Diamond Aircraft flying with less engine failures and less fatalities with no BRS?

  5. Sort of like health insurance: the chute is a great option it just doesn’t apply to exactly this case.

  6. Too much airplane. Not enough pilot. (2nd repeat).

  7. "Too much airplane. Not enough pilot. (2nd repeat)."

    So ... You are saying he is consistent?

  8. Aside from all the predictable comments - I'm relatively impressed by the crashworthy cabin in this tumbling crash.


  9. Not so much as (he) is consistent, but rather [some owners] of Cirrus aircraft [are consistent] in loosing control of this aircraft in takeoff and landing and showing up in Kathryn's Report.

    The Cirrus is a fine airplane and appears to be a good design if operated within design specifications. While I personally have no left seat time in them I have a few hours right seat. There are things about it I like and some not.

    I also consider the Cirrus to the the most crash-worthy aircraft in general aviation. That has been borne out repeatedly in Kathryn's Report. The seat and restraint safety is second to none in a Cirrus. The chute, well, has [upright] last-ditch use above 2000' AGL but why make decisions that ending up going that far?

    The Cirrus aircraft is a fast and demanding aircraft and cannot be flown to the more tolerant specifications of other more docile aircraft. The Cirrus has a cruise wing like the Mooney and has a sharp stall break compared to other more rounded (and higher drag) utility wing designs.

    One cannot be a sloppy or inattentive pilot in a Cirrus and expect to go incident free. If you are learning to fly the Cirrus I strongly suggest you take no liberties with the POH or your Instructor's guidance. If one's skills are below average or diminishing, I would suggest the Cirrus is not the right airplane for you (or me).

    Regardless of the aircraft model, the amount of cash invested will not buy you safety.

    My view is the biggest problem with the Cirrus is not the Cirrus at all. It's between the seat and the keyboard.