Cirrus SR20 N89423

Summary

On 15 June 2021 at about 17:45 local time, a Cirrus SR20 registered N89423, operated by Mountain Lion Aviation, was involved in an accident near Truckee, California, United States. 2 people were on board and one died, one was seriously injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

15 June 2021 at 17:45

Classification

Accident

Location

Truckee, California, United States

Nearest airport

Truckee-Tahoe (TRK)

Coordinates

39.3056, -120.1539

Aircraft

Cirrus SR20

Registration

N89423

Category

Airplane

Year built

2014

Engines

1

Operator

Mountain Lion Aviation

Operating rule

Part 91: General Aviation

Purpose of flight

Instructional

Phase of flight

Not recorded

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

WPR21FA228

1 person died.

The student pilot’s exceedance of the airplane’s critical angle of attack during a turn and the flight instructor’s delayed remedial action, resulting in an aerodynamic stall and a subsequent impact with terrain.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The student pilot recalled that, during takeoff on an instructional flight, the airplane’s stall warning indicator activated and that the flight instructor deployed the Cirrus airframe parachute system. The student pilot did not remember any other events during the accident flight but stated that he likely conducted the takeoff given his experience during previous training flights. A pilot-rated witness observed the accident airplane’s departure and stated that the airplane appeared to make shallow right turns, consistent with right crosswind and downwind turns. The witness stated that he expected the wings to level; however, the airplane abruptly banked to the right 90°, and the nose pitched down. The parachute deployed from the airplane, which was followed by the airplane descending below the tree line and out of the witness’ view. The witness stated that he heard the sound of the airplane impacting the terrain. Postaccident examination of the airframe and engine revealed no evidence of a mechanical failure or malfunction that would have precluded normal operation. A review of recoverable data module data showed that, throughout the flight, the airplane’s flaps were at the 50% position. During the takeoff climb, the airplane’s indicated airspeed continued to increase gradually, reaching a maximum of 89 knots. The airspeed then began to decrease, and the airplane entered a climbing right turn to a maximum GPS altitude of 6,391 ft, about 500 ft above ground level. Before the parachute was activated, the stall warning was recorded three times, including when the bank angle was 81°, and the electronic stability and protection system’s roll mode was active for 2 seconds. The airplane’s Pilot Operating Handbook showed that, at the airplane’s maximum gross weight and with a forward center of gravity, 50% flap position, and 60° bank angle, the airplane’s stall speed is 89 knots indicated airspeed. With the same data except for an aft center of gravity, the stall speed is 85 knots indicated airspeed. The student pilot likely exceeded the airplane’s critical angle of attack during a turn, which resulted in an aerodynamic stall, a low-altitude parachute deployment, and an impact with terrain. The flight instructor was likely delayed in his attempted remedial action before deploying the airplane’s parachute system. Postaccident examination of the airframe and engine revealed no evidence of a mechanical failure or malfunction that would have precluded normal operation.

Quoted verbatim from the NTSB record.