Cirrus SR22 Stall Accident in Texas

On April 24, 2021 a Cirrus SR22 GTS (N587CD) failed on landing and tried a go around and crashed at Port Aransas- Mustang Beach Airport in Texas.

look for Final Report

[Ffan]

Thank you for getting these out to the public. Awareness is everything

[RobtheAviator]

You bring up a great point, us pilots may see an accident on the news and think “I wonder what happened”. Years later an NTSB report is issued long after the prime time to learn whatever lesson an accident has to teach us. You are helping increase safety with these videos!

[robertreavley]

Thank you bud for these videos.
A stark reminder of becoming complacent.
I’ve always said when working at heights. You must never be complacent! That little bit of fear or doubt keeps you sharp!
God bless!

[Beechnut]

You need to keep the nose down on a go around with full power. Let er build safe speed while changing trim and slowly bring up the flaps.

[jameschristian]

Being a pilot for nearly 60 years my take on this event is the same mistakes that causes these go around accidents, the pilot adds power and pulls back on the control at the same time the aircraft can not react this fast ! The right way is to go power, hold level flight let the aircraft build airspeed then slowly pull back on the stick and climb away safely . Lack of sufficient pilot training. And use d.m.m
S....I. e
Defined minimum maneuvering speed . This does work if employed by the pilot on all flights, it does save lives ! For you, source, Dan Girder, probable cause . You Tube . TKS . your friend James

[leroycharles]

Great job with a quick review of the NTSB report.We hear and read about these accidents and after two years they are out of sight/out of mind and we don't learn much.

[RobertoHernandez-rqbf]

It seems he either was approaching with flaps up or retracted them before starting the go around procedure. Accidents of part 91 operated aircraft are becoming alarmingly common, and almost all of them have apparently been the result of poor training. The NTSB should focus their investigation on the training requirements for that type of pilots and/or wether or not the FAA is exercising proper oversight on schools and instructors. By the way I forgot to congratulate you for your well deserved promotion 👍👍

[lancomedic]

You said something interesting about the Caps. Is that a normal procedure to deploy it prior to rescue. How do they do that safely since the system may have been compromised in the crash?

[RaysDad]

These Cirrus SR planes remind my of the old Bonanza v-tails. Both are very fast, sold very well, and are involved in a lot of fatal accidents. The designers of both tried to maximize speed and came up with slick-flying planes that can quickly go out of control. The SR22 has had a lot of horrible accidents in the landing pattern, where the pilot has little room for error.

[jimmydulin]

We are having quite a few go around stall or stall/spin accidents as pilots get heavier and airplanes get more powerful. He had two of the four left turning tendencies working against him here. American airplane propellers turn clockwise so they try to twist the fuselage counterclockwise. The left wing is fixed at a bit higher pitch attitude to correct in cruise, but when slower as with takeoff or go around the wing left wing has insufficient extra lift to counter fully requiring the pilot to put in a lot of right rudder if the engine is powerful. Secondly, at a high pitch attitude from pitching to Vx or Vy (totally inappropriately high pitch on long runways) on takeoff or go around, the descending prop blade on (the right blade) bites air at a much higher angle of attack as does the descending prop blade (the left blade.) This is called P factor and again requires right rudder to counter.

Airmen Certification Standards require pitch up to Vx or Vy as appropriate as soon as we accelerate, either on the surface or level in ground effect, but do not emphasize that neither Vx nor Vy are appropriate on long runways. So pilots gain muscle memory to pitch to Vx or Vy on takeoff or go around. This is very dangerous. I, rather, teach staying level in low ground effect until cruise airspeed before pitch up. Not only does this solve the left turning tendency problems, it also gives us airspeed (life down low) rather than just enough altitude to kill ourselves in a stall. And airspeed, not altitude unless that altitude is traded for airspeed, allows us to maneuver to a suitable landing site.

[steveellington]

This is why a stabilized approach is so important

[mijo]

This aircraft is not for the amateur pilot. I had one, an SR20 for a while. When we bought it almost every single one had suffered a tail or prop strike at some point during landing due to the technique required. Also, it has horrible snap roll tendency when at or near stall AOA. Almost unrecoverable due to its short fuselage and ineffective rudder arm. That is why the FAA said no to certification initially and insisted on redesign but the company came up with the Parachute recovery system instead.. which is only marginally useful. The SR22 has too much power to handle on a go-around unless you have practiced and the electric trim is not fast enough

[annsheridan]

It’s amazing that pilots keep making the same error.

[steveellington]

I would have added full power with the same nose attitude until my airspeed was sufficient to climb out

[burncycle]

The NTSB report says there is a cell phone video, but it's nowhere to be found.

[michaelmartinez]

Thanks for the follow-up on this one... The NTSB only took 15 months to report their final assessments on this one... That is about 1/3 of the time that it usually takes, for them to do their work that the tax-payers are paying them to accomplish, but still about 20x as long as several non externally-funded privatised individuals are consistently able to do... The NTSB is beginning to show signs of improving their game, but they still have a very-very long way to go...Thank you for the report ARFF...

[jadesluv]

AARF: You should include the actual final report, page by page, in focus so we can read them, on 15 seconds each page minimum, to supplement your verbal report.

[lewisparker]

You see the fourth hangar building from the left end, next to the one with the black roof that is where it crashed. I believe the chute min deploy altitude is 3000 feet so you need to get those specs as pattern altitude is too low to deploy the chute. Also the fire department must have manually removed the chute to safe the plane.

[nightwaves]

He might of had a higher than safe limit crosswind or near it making him figure don't us flaps. Would explain his going around and possible gusting turbulence causing the stall crash. In Oklahoma north of Texas and in Texas in light aircraft's landing going backwards is possible.

[almirria]

Looks like the chute was deployed post crash for the safety of the CFR. And this is a classic low alt, stall spin