Cirrus Design CORP SF50 accident near Waukesha, Wisconsin, February 8, 2023
On February 8, 2023 at about 4:00 pm local time, a 2019 Cirrus Design CORP SF50, registered N426SJ, was substantially damaged in an accident during landing (flare/touchdown) near Waukesha, Wisconsin (Waukesha County 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
The pilot’s failure to maintain aircraft control during landing. Contributing to the accident was the pilot’s inadequate preflight inspection removal of the angle of attack vane cover.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 8, 2023 · about 4:00 pm local time · cases in 2023
- Place
- Waukesha, Wisconsin · Waukesha County Airport · cases near this airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cirrus Design CORP SF50, built 2019
- Registration
- N426SJ · registry record · serial 0148
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that during takeoff, he heard a noise that sounded like “gravel hitting the gear,” which continued after landing gear retraction, and prompted a return to the departure airport for a precautionary landing. He stated that while on the downwind leg, the stall warning aural alert sounded, and the stick shaker activated; the pilot used the autopilot disconnect button to regain control of the airplane. During touchdown, the airplane bounced and exited the runway, which resulted in substantial damage to the lower forward fuselage. Following the accident, the pilot discovered that he had failed to remove the angle of attack vane cover. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.
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 control in flight during landing (flare/touchdown) defining event
- Preflight or dispatch event during prior to flight
- Stall warn/stick-shaker/pusher during approach
- Runway excursion during landing (flare/touchdown)
The NTSB's findings
- Personnel issues › Task performance › Inspection › Preflight inspection › Pilot
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 396 hours in all; 51 in this make and model; 57 in the last 90 days; 57 in the last 30 days; 204 as pilot in command
- Last flight review: January 27, 2023
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Passenger
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 680.6 hours
- Maximum gross weight: 6,000 lb
- Seats: 7
- Landing gear: retractable
- Engine: Williams International FJ33-5A (turbofan); 0 hours total
The flight
- Flight plan: IFR
- Runway 28, 5,849 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 34°F (1°C), dew point 25°F (-4°C)
- Altimeter: 30.24 inHg
- Observation at 9:45 am from KUES
Weather report (METAR): KUES 081545Z 00000KT 10SM CLR 01/M04 A3024
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Photographs from the investigation 2 pictures from the NTSB's docket, as the NTSB released them
The NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
2 documents, released by the NTSB on April 6, 2023. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Photo Array | PDF, 2 pages · our copy | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N426SJ the same tail number, which may have belonged to a different aircraft at the time
Connections how this case links to the rest of the register
- N426SJ on the register today · the tail number may have moved to another aircraft since
- Engine: Williams International FJ33-5A 718 aircraft carry this series today · as the NTSB recorded it
- Waukesha County · nearest airport
- Accidents and incidents in Wisconsin 1,622 since 1982 · 225 in the last ten years
- Wisconsin 6,161 aircraft registered
- Other NTSB records under N426SJ 1 records · the number may have belonged to another aircraft at the time
The whole map of how records connect · these connections as data: /graph/accident/CEN23LA104.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.