Friday, July 02, 2021

Cirrus SR22 G2, N123RE: Fatal accident occurred July 01, 2021 near Lamoni Municipal Airport (KLWD), Decatur County, Iowa

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. 

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Des Moines, Iowa
Cirrus Aircraft; Duluth, Minnesota

Airmark Group LLC

Location: Lamoni, IA
Accident Number: CEN21FA299
Date & Time: July 1, 2021, 07:55 Local 
Registration: N123RE
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

On July 1, 2021, about 0755 central daylight time, a Cirrus SR22 airplane, N123RE, was destroyed when it was involved in an accident at Lamoni Municipal Airport (LWD), Lamoni, Iowa. The private pilot and passenger sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

A review of preliminary air traffic control (ATC) information revealed that the airplane departed about 0640 from Millard Airport (MLE), Omaha, Nebraska, and flew a visual approach at 0735 to Creston Municipal Airport (CSQ), Creston, Iowa. At 0736, the airplane departed CSQ, and the pilot received flight following from ATC until about 14 miles northwest of LWD, an uncontrolled airport. The pilot did not communicate any concerns to ATC.

Several witnesses observed the airplane fly an approach to runway 36 at LWD. During the landing, the witnesses reported the airplane bounced, and then the engine noise increased. The airplane subsequently veered left and pitched up, then descended and tumbled on the ground into a bean field to the left of the runway. A post-crash fire ensued, during which the Cirrus Airframe Parachute System (CAPS) rocket launched.

Postaccident examination revealed that the airplane initially contacted the ground about 75 ft left of the runway edge and left wingtip debris was located about 60 ft beyond the initial ground scar. Ground impact marks consistent with propeller strikes were located about 15 ft beyond the left wingtip debris. The airplane came to rest upright on a northwest heading about 60 ft beyond the propeller strike ground scars, with the engine separated from the fuselage. No preimpact anomalies were observed with the flight control system. The airplane was retained for further examination. 

Aircraft and Owner/Operator Information

Registration: N123RE
Model/Series: SR22 1051
Aircraft Category: Airplane
Amateur Built: No
Operating Certificate(s) Held: None
Operator Designator Code:

Meteorological Information and Flight Plan

Conditions at Accident Site: VMC
Condition of Light: Day
Observation Facility, Elevation: KLWD,1135 ft msl 
Observation Time: 07:53 Local
Distance from Accident Site: 0 Nautical Miles 
Temperature/Dew Point: 21°C /18°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: 7 knots / , 360°
Lowest Ceiling: None
Visibility: 10 miles
Altimeter Setting: 30.05 inches Hg 
Type of Flight Plan Filed: None
Departure Point: Creston, IA (CSQ)
Destination: Lamoni, IA (LWD)

Wreckage and Impact Information

Crew Injuries: 2 Fatal
Aircraft Damage: Destroyed
Passenger Injuries:
Aircraft Fire: On-ground
Ground Injuries: 
Aircraft Explosion: On-ground
Total Injuries: 2 Fatal
Latitude, Longitude: 40.630195,-93.902882 

Those who may have information that might be relevant to the National Transportation Safety Board (NTSB) investigation may contact them by email, and any friends and family who want to contact investigators about the accident should email You can also call the NTSB Response Operations Center at 844-373-9922 or 202-314-6290.

Bear J. Nichols
September 26, 2005 - July 1, 2021

On July 1st 2021 we all lost a very bright and shinning star too soon. Bear J. Nichols, 15 yr old was sadly sent to heaven with his Grand Uncle David Paladino in a small plane crash in Lamoni, Iowa. 

Bear was born in CA on September 26, 2005. He moved to Phoenix in 2020 to live with his father Ted Nichols and his stepmother Julie Nichols. 

Bear had a heart as big as a whale. His smile and attitude would light up any room. He loved playing guitar and was very active in pursuing his interest in acting. Even at such a young age he had an amazing work ethic and was saving up to buy his own first car. 

His entire family is obviously distraught and heart broken. No parent should ever have to lose their child at any age. Bear was taken by God for a purpose that only he knows. 

Bear is survived by his mother Megan Bull, stepfather Garrett Bull, half stepsister Daisy and three stepbrother's Logan, Nathan and Ian.

Paladino, David Joseph
October 23, 1966 - July 1, 2021

Born in Omaha to Therese and Joseph Paladino, Jr.. David graduated from Norfolk Catholic High School, and went on to receive a Master's Degree in Real Estate from MIT, and a Stanford Business Leadership Degree. Dave was the owner and operator of Dino's Storage, Paladino Development Group, and Landmark Group.

Dave had a zest for life. He was a mentor to many, loved God and his Church, time spent with his family and grandchildren, Nebraska football, Crossfit, reading, and learning. His other passion was Bull Mastiff rescue. He loved them like his children.

Preceded in death by grandparents, Herbert and Genevieve Crilly, and Angeline and Joseph Paladino, Sr. Survived by wife, Lisa; children: Zechariah, Alexander, and Ila Paladino; step-children, Benjamin and Krystal Little; grandchildren: June, Violet, and Oliver Little, and Isabelle Parker all of Omaha; siblings: Kevin Paladino (Cindy) of Lubbock TX, Jason Paladino (Ranelle) of Phoenix AZ, and Luke Paladino (Angie) of Omaha; many nieces, nephews, cousins, aunts, uncles.

The family lost two angels as David's great-nephew, Bear Nichols, age 15 was with him as they met the Lord. Gone too soon but loved forever in our hearts.

Family will Receive friends Wednesday, July 7th, from 5pm to 7pm at the Christ Community Church, 404 S. 108th Avenue. MEMORIAL SERVICE: Thursday, July 8th, at 10:30am at Christ Community Church. In lieu of flowers, memorials are suggested to Camp Rivercrest, Fremont, NE.

7805 W. Center Rd. |


  1. Seems to be an extraordinary number of Cirrus accidents and incidents!

    1. I think the very same thing.....and I don't think it is the fault of the airplanes.

  2. Flightaware shows first landing at Creston though it does show the aircraft descended 3000 feet and was lined up to land straight in with a tailwind, then climbed back up 3770 ft for a do over following pattern into Creston, landing then leaving again then off to Lamoni presumably. Betting he started to turn to attempt to go back to Creston then changed back to Lamoni. Lots of indecisiveness indicated while dealing with a problem. Impossible turn turn attempted after losing power on aborted landing? Prayers for the families and so sad he didn't let his passenger out after finding safety.


    2. A check of archive KLWD AWOS shows no gusting. Headwind was on the nose for landing on 2900' RW36 at KLWD.

      KLWD 011245Z AUTO 01007KT 10SM CLR 21/18 A3004
      KLWD 011250Z AUTO 36005KT 10SM CLR 21/18 A3004
      KLWD 011253Z AUTO 36007KT 10SM CLR 21/18 A3005

    3. Could the brief landing and takeoff on 4900' of runway at Creston have been one more practice landing before attempting the landing at Lamoni's 2900' runway, one thousand feet shorter than the familiar 3900' runway of home airport KMLE?

      The aircraft had a night practice flight with landing and takeoff at Columbus Municipal Airport the evening before the accident and did two landings on return at KLWD, just before midnight.

      Night flight to Columbus and back:

      Looking closer at the Columbus maneuvering:

      Night return from Columbus, with two landings at KMLE:

    4. ^^ typo, should be "two landings on return at KMLE" not KLWD.

  3. Cirrus sells more aircraft than anyone else. Sell 3x the aircraft except 3x the incidents. These aircraft are also flown more, so incidents per flight hour will most likely look like the industry standard. Given all the safety equipment built-in, it should be lower. Guess a guess, but maybe these new cirrus drivers need more training.

    1. Safety equipment is nice, but all the safety equipment in the world will not save the pilot if they make the wrong move at low altitude/airspeed. The Cirrus is a sweet airplane but it’s definitely far less forgiving than the trainers most people use to earn their PPL. More training is definitely needed, should be mandatory.

  4. The Cirrus is simple and well designed with several solid state devices replacing clunky/outdated and unreliable crap like vaccum pumps etc.
    It is a slick machine not for the one lacking skills or proficiency and sadly a bunch of older G1 and G2 models have now become affordable enough so newbie and newly minted private pilots considering this a hobby get in one.
    Real emergencies happen real fast and a pilot who has never experienced one will be caught with deer in the headlight look.
    Also to blame is the lack of actual training for go-arounds. Especially at the private pilot level. Most 250 hrs CFI aiming for their 1500 hrs and getting the hell out of there never did much of these and will not train their students to do it either.

  5. I wonder why there are so many Cirrus aircraft accidents. I know it is a high performance aircraft, but even so the accident rate for these aircraft is really high.

    1. According to the NTSB, for the period of Jan 01, 2021 to end of Jun, 2021 the number of incidents and accidents for the following manufacturers is listed below.

      Cessna: 145 (16 fatal)
      Cirrus: 9 (4 fatal)
      Piper: 89 (12 fatal)

      I just put that there for people who care about facts.

    2. Yeah, but it seems like more because there have been 4 fatalities in Cirrus aircraft in the past three weeks. Going back to June 18.

  6. Many of the accidents with these airplanes are either at takeoff or while landing. That is pretty typical of all GA accidents. Because these airplanes are high horsepower and very aerodynamic, they are fast. Like many high performance aircraft, they have a narrow margin of stability when flow near the edge of their performance envelope. The requirement to keep airspeed controlled when maneuvering is often where the departure from controlled flight happens. Those departures are often found when changing the bank or pitch angle as the stall speed is close to the normal flight speed when taking off or landing. Bank angle increases the load on the wing and just a few knots too slow will result in a stall and spin at an altitude too low for recovery or deployment of the CAPS. Lifting the nose at high power before the airspeed is high enough for rudder or aileron to generate enough force to counter torque, "P-Factor" or the propeller's natural gyroscopic precession leads to the pilot loosing control of the airplane.

  7. I believe Cirrus needs to go through a design recertification from the FAA.

    1. Do you believe the certification was not performed or was fraudulent?

      If certification was actually performed in accordance with the FARs, what would be the goal or benefit in repeating the process?

  8. As with any airplane, if you fly the numbers as stated in the POH, you'll likely never have an accident.

  9. I think* it's the unconventional controls. I could fly left hand/left stick but I would be much more comfortable/proficient right hand/right stick.

  10. There are dozens of these go around accidents in the database from aircraft of all makes.. so I doubt the type will be causal. If you attempt to climb and or bank at too slow an airspeed, whether full power or not, something bad usually happens… condolences to family and friends of those lost.

  11. Cirrus incorporates a lot of nice design and safety features into their aircraft. You have to remember that as an aircraft manufacturer the more aircraft you sell and put out the more accidents your going to see with that make and model. The CAPS system is a second chance, but it rarely helps out in situations like this where the altitude is not sufficient for a successful deployment. I think a lot of Cirrus owners like Mooney and Bonanza owners get into the complex aircraft game too soon in their training and experience. I did not even bother touching a complex aircraft until I had about 400 hours under my belt. And even at that I was still a low time pilot.