Cirrus Design CORP SR22T accident near Muleshoe, Texas, December 18, 2025
On December 18, 2025 at about 6:55 pm local time, a 2022 Cirrus Design CORP SR22T, registered N53KH, was substantially damaged in an accident during takeoff near Muleshoe, Texas (Muleshoe Municipal Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
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
- December 18, 2025 · about 6:55 pm local time
- Place
- Muleshoe, Texas · Muleshoe Municipal Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cirrus Design CORP SR22T, built 2022
- Registration
- N53KH · registry record · serial 8960
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative preliminary · quoted from the NTSB record
On December 18, 2025, about 1255 central standard time, a Cirrus SR22T, N53KH, was substantially damaged when it was involved in an accident near Muleshoe, Texas. The pilot was not injured. The airplane was operated under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. The pilot reported that the airplane departed runway 7 at Muleshoe Municipal Airport (2T1), Muleshoe, Texas. During the takeoff roll, about 50 to 55 kts, the airplane began to veer to the left. The pilot applied full right rudder, but the airplane continued to drift. He said that he had a slight vibration coming from the landing gear. He pulled back the throttle to abort the takeoff. Then the airplane pulled harder to the left. He put in full right brake and partial left brake to stop the airplane, but it continued left off the runway. During the runway excursion, the left wheel went over a drainage pipe, which caused the left gear to collapse and separate from the fuselage. The airplane came to rest on an embankment. Postaccident examination revealed that the left wing fuel tank was breached and fuel was leaking onto the ground. The airplane was retained for further examination. Reported wind at the time of the accident at Clovis, New Mexico, 23 miles northwest of the accident site was 060° at 15 knots gusting to 18 knots.
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 on ground during takeoff defining event
The aircraft
- Airframe total time: 519 hours
- Last inspection: annual inspection, November 19, 2025
- Maximum gross weight: 3,600 lb
- Seats: 5
- Landing gear: fixed
- Operator: 53Kwd LLC
The flight
- Destination: GTU Georgetown TX
- Flight plan: VFR
- Runway 07, 5,100 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 060° at 15 knots, gusting 18
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 52°F (11°C), dew point 12°F (-11°C)
- Altimeter: 30.12 inHg
- Observation at 12:56 pm from KCVN, 26 miles away
Weather report (METAR): KCVN 181856Z AUTO 06015G18KT 10SM CLR 11/M11 A3012
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.