N969SS

HISTORY OF FLIGHTOn March 20, 2025, at 1430 eastern daylight time, a Cirrus SR22, N969SS, was destroyed when it was involved in an accident near LaFayette, Georgia. The pilot receiving instruction and the flight instructor were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

According to data recovered from the onboard avionics, the pilot receiving instruction departed Richard B. Russell Regional Airport—J.H. Towers Field (RMG), Rome, Georgia, where the airplane was based, at 1335. The airplane arrived at Barwick Lafayette Airport (9A5), LaFayette, Georgia, at 1353, where the pilot receiving instruction picked up the flight instructor.

The data show that the airplane took off from runway 20 at 9A5 at 1419 and completed two circuits in the traffic pattern. The landing approaches observed from the data were consistent with power-off 180° accuracy approaches and landings. During the third circuit in the traffic pattern the data showed that at 1429:59 the engine speed began to reduce from 2,660 rpm and the airplane’s altitude was about 1,700 ft mean sea level (msl). The airplane began a continuous left turning descent and the final rpm data point, at 1430:51, showed a engine speed of 1,670 rpm and an altitude of 892 ft msl. The airplane continued the left turning descent, and at 1430:53 the left bank began to increase, reaching a maximum of 48° at 1430:56. The pitch also began to increase at 1430:55 to a maximum of 27.1° at 1430:57, with an indicated airspeed of 72 kts and altitude of 859 ft msl. The pitch then began to drop to near level, and the airplane began to bank to the right with the last data point, at 1430:58, showing a 1.5° pitch up, 74.2° right bank, indicated airspeed of 69 kts, and an altitude of 857 ft msl (or about 80 ft agl).

A witness reported seeing the airplane as it approached the airport. He reported that when he saw the airplane the nose was up. Another witness reported seeing the airplane bank “sharply” while approaching the airport and that the “nose was a little higher than the tail.” He reported that, just before the airplane dropped below a stand of trees, the wings “seemed to dip sharply back in the other direction” and, immediately after that, there was a large explosion and fireball. PERSONNEL INFORMATIONThe pilot receiving instruction was seated in the front left seat of the airplane. A review his logbook showed that he had been receiving instruction toward his commercial pilot certificate. The logbook showed he had a total time of 379.3 hours with 310.6 hours in the make and model of the accident airplane. The logbook also showed that the flight instructor had previously provided instruction to the pilot receiving instruction during his instrument training. A family friend of the pilot receiving instruction reported that the purpose of the flight was for the two to fly together because they both had the day free. He continued that the pilot receiving instruction would “not miss an opportunity to hone his skillset.”

The flight instructor was seated in the right front seat of the airplane. A review of FAA airman records showed he originally received his flight instructor certificate in January 2020. At his most recent medical examination on December 10, 2024, he reported his civil flight experience as 1,645 total hours, with 20 hours flown in the previous 6 months. A review of the flight instructor’s electronic logbook showed a total time of 382.0 hours from May 16, 2019, to March 1, 2024. There were no electronic logbook entries from March 1, 2024, to the date of the accident. It showed a total of 358.1 hours of instruction given and 23.9 hours in the make and model of the accident airplane. No other pilot logbooks for the flight instructor were found.

Based on the available information the flight instructor’s recent flight experience could not be determined. The flight instructor was hired by a fractional corporate business jet operator as a first officer in October 2024; however, he resigned in December 2024, before satisfactorily completing their training program. AIRCRAFT INFORMATIONFueling records from RMG showed the airplane was last fueled with 54.2 gallons of 100LL aviation fuel on the day of the accident at 1321. The fueler who fueled the airplane reported that he had filled both of the airplane’s wing fuel tanks fully. Fueling records from 9A5 showed that no fuel was purchased between the time the accident airplane arrived and the time it departed.

The data recovered from the onboard avionics contained basic flight and engine parameters. The recording rates of the parameters varied, from engine data being recorded every 4 seconds to GPS data being recorded at 4 samples per second. According to the Cirrus SR22 POH the stall speed with 50% flaps ranged from 78 kts to 80 kts indicated airspeed (depending on the airplane’s center of gravity) when in a 45° bank. METEOROLOGICAL INFORMATIONThe airport had an Automated Weather Observation System (AWOS-3) installed that typically issued observations every 20 minutes. At 1415 the issued observation reported the wind from 260° at 7 knots. Based on the runway in use during the accident flight, this would result in a 6.1-knot crosswind from the right and a 3.5-knot headwind. At 1435 the issued observation reported the wind from 330° at 10 knots. Based on the runway being used, this would result in a 7.7-knot crosswind from the right and a 6.4-knot tailwind. AIRPORT INFORMATIONFueling records from RMG showed the airplane was last fueled with 54.2 gallons of 100LL aviation fuel on the day of the accident at 1321. The fueler who fueled the airplane reported that he had filled both of the airplane’s wing fuel tanks fully. Fueling records from 9A5 showed that no fuel was purchased between the time the accident airplane arrived and the time it departed.

The data recovered from the onboard avionics contained basic flight and engine parameters. The recording rates of the parameters varied, from engine data being recorded every 4 seconds to GPS data being recorded at 4 samples per second. According to the Cirrus SR22 POH the stall speed with 50% flaps ranged from 78 kts to 80 kts indicated airspeed (depending on the airplane’s center of gravity) when in a 45° bank. WRECKAGE AND IMPACT INFORMATIONThe airplane came to rest about 25 ft into the grass off the right side of runway 20 at 9A5, about 20 ft past the runway threshold. The wreckage was located at an altitude of 776 ft msl, on a magnetic heading of about 340°, and was inverted. There was extensive thermal damage to the airplane. An initial impact mark and scraping to the runway were located about 175 ft before the final resting location of the airplane. Multiple pieces of the right wing structure were found strewn along the debris path. Propeller strike marks were observed on the runway pavement consistent with the accident airplane’s wreckage path. Measurements of these strike marks were taken. Based on the number of propeller blades, last recorded ground speed from the onboard avionics, and distance between strike marks an estimated engine speed of 2,659 rpm was calculated.

The fuselage, empennage, both wings, and most of the cockpit were consumed by postimpact fire. Flight control continuity for all major control surfaces was established from the area of the flight control surfaces to the cockpit. The flap actuator jackscrew and shaft were found in the wreckage with about 3 inches of the jackscrew exposed. This would equate to a flap extension of 50%. The gascolator remained attached to the firewall. It was removed for examination and was found to be free of debris.

The Cirrus Aircraft Parachute System (CAPS) rocket ignited during the postimpact fire. The CAPS parachute was found in the wreckage still packed and exhibited thermal damage. The CAPS parachute risers were consumed by fire. Part of a strap found in the middle of the runway was still folded with the red break thread used to keep it folded unbroken. Lanyards were found with no collar, broom strawed, and shackled together. The strap cover was partially intact and found about 125 ft from the wreckage.

The engine exhibited thermal and impact damage. The crankshaft was rotated by hand using a tool inserted into an accessory drive pad. Crankshaft, camshaft, and valvetrain continuity were confirmed through multiple rotations of the crankshaft. Valves for cylinder Nos. 1, 2, 3, 4, and 6 moved freely. The No. 5 cylinder exhibited impact damage. The airplane was equipped with one standard magneto and one electronic magneto, both of which remained secure to the engine. The standard magneto was removed from the engine and its input drive was rotated by hand. The impulse coupling snapped, and spark was observed from all towers. All 6 top sparkplugs were removed and examined; they all exhibited normal wear when compared to the Champion Aerospace Aviation CheckAPlug chart. The oil filter was removed and cut open and no contamination was noted in the filter pleats.

The fuel pump remained attached to the engine with the throttle control installed correctly. The pump was removed and there was fuel present. The driveshaft remained intact, and the pump turned freely by hand. The mixture control was found to be installed correctly on the throttle body/fuel control manifold and the valve operated as expected. The fuel manifold was installed correctly, and all lines were tight. Fuel was present inside the valve and a minimal amount of debris was noted in the fuel screen. The fuel injector nozzles were installed correctly and when removed for examination were found normal and clear.

The four-blade propeller remained attached to the crankshaft flange and was impact-separated from the engine. All four blades remained secure in the propeller hub. The propeller governor remained attached to the engine and the control arm remained attached to the governor. The governor oi...