Cirrus Design CORP SR22 accident near Idabel, Oklahoma, August 16, 2010
On August 16, 2010 at about 9:45 pm local time, a 2006 Cirrus Design CORP SR22, registered N513CM, was substantially damaged in an accident during emergency descent near Idabel, Oklahoma (Mccurtain County Regional airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 16, 2010 · about 9:45 pm local time
- Place
- Idabel, Oklahoma · Mccurtain County Regional · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cirrus Design CORP SR22 NO SERIES, built 2006
- Registration
- N513CM · no longer on the register · serial 1981
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise flight, the pilot detected a change in engine sound, followed by a muffled explosion and a total loss of engine power. He declared an emergency and received vectors to the nearest airport. When he realized he was not going to be able to glide to the airport, he deployed the ballistic parachute. The parachute opened properly and the airplane landed in a field. According to downloaded data from the Primary and Multi-Function Displays, about 1 minute after departure the current from alternator 1 began fluctuating, and 10 minutes later the current began to fluctuate again but at a slower rate. Approximately 45 minutes after departure, there was a sharp reduction in exhaust gas temperature and rpms, fuel flow decreased, and the airplane began descending at a rate between 1000 and 2000 feet per minute and at an airspeed between 100 and 130 knots. About 7 minutes later, the airplane experienced a sharp negative longitudinal acceleration at 800 feet pressure altitude. The engine was functionally tested after the accident and operated at various power settings, including full power, and no anomalies were noted.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Loss of engine power (total) during enroute (cruise)
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during emergency descent defining event
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 200 hours in all; 150 in this make and model; 32 in the last 90 days; 12 in the last 30 days; 120 as pilot in command
- Last flight review: June 11, 2010
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 712 hours
- Last inspection: annual inspection, June 8, 2010; 46 hours since
- Landing gear: fixed
- Engine: Cont Motor IO-550-N; 0 hours total
The flight
- Departed from: ADS Dallas TX at 9:00 pm
- Destination: LUK Cincinatti OH
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 060° at 8 knots
- Visibility: 10 statute miles
- Sky: scat at 6,000 ft
- Temperature: 99°F (37°C), dew point 66°F (19°C)
- Altimeter: 29.93 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.