Cirrus Design CORP SR22 accident near Teague, Texas, November 13, 2025
On November 13, 2025 at about 2:40 pm local time, a 2023 Cirrus Design CORP SR22, registered N79EM, was substantially damaged in an accident during enroute near Teague, Texas. It was an executive or corporate flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved.
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 13, 2025 · about 2:40 pm local time
- Place
- Teague, Texas · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- not recorded
- Aircraft
- Cirrus Design CORP SR22, built 2023
- Registration
- N79EM · registry record · serial 9399
- Damage
- Substantial damage
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On November 13, 2025, about 1430 central standard time, a Cirrus SR22 airplane, N79EM, was substantially damaged when it was involved in an accident near Teague, Texas. The pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight. The pilot reported that about 30 minutes into the flight from David Wayne Hooks Memorial Airport in Houston, Texas, to Addison Airport in Addison, Texas, he heard a loud bang followed by popping and scraping noises with a corresponding violent airframe shake. At the same moment, he noticed oil venting from the engine cowling primarily from around the oil door. The pilot chose to divert to the Teague Municipal Airport (68F) in Teague, Texas. During the diversion, he noticed that the No. 2 cylinder head and exhaust gas temperatures were not visible, and the engine RPM indicated 0 (see Figure 1). Figure 1. Engine Monitor Data Plot The pilot performed the forced landing checklist and determined that 68F was outside the best glide range of the airplane. He then elected to find a suitable field over which to deploy the Cirrus Airframe Parachute System (CAPS). The CAPS deployed normally, and the airplane collided with a tree line during decent which resulted in substantial damage to the empennage and left wing. Postaccident examination of the engine revealed several holes in the engine crankcase. The No. 1 and 2 cylinders, along with both magnetos, separated from the engine. A review of the engine maintenance logbook showed numerous maintenance actions for various oil leaks with the engine crankcase over the previous 12 calendar months. The airplane received its airworthiness certificate in October 2023, and the engine had accumulated about 500 hours according to the airplane’s tachometer. The engine was removed for further examination.
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 defining event
The aircraft
- Seats: 4
- Landing gear: fixed
- Operator: Cwn Aviation LLC
The flight
- Departed from: DWH Houston TX
- Destination: ADS Addison TX
Weather at the time
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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 NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check 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.