Cirrus Design Corp. SR-22 accident near Atkinson, Nebraska, April 2, 2005
On April 2, 2005 at about 5:20 pm local time, a Cirrus Design Corp. SR-22, registered N8150F, was substantially damaged in an accident near Atkinson, Nebraska. It was a business 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 compensate for the wind condition which resulted in a loss of aircraft control while landing. A factor associated with the accident was the gusty crosswind condition that existed at the time of the accident.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 2, 2005 · about 5:20 pm local time
- Place
- Atkinson, Nebraska · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cirrus Design Corp. SR-22
- Registration
- N8150F · registry record · serial 0701
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane collided with the terrain following a loss of control while landing. The landing was being made on runway 11 (4,040 foot by 50 foot, dry asphalt). The closest weather reporting station, located 20 miles east-southeast of the accident airport, reported the wind as being from 170 degrees at 18 knots gusting to 26 knots. The pilot stated that during the lanidng approach, he was able to maintain the runway heading using full left rudder until a gust of wind moved the airplane left of the runway centerline. He stated he applied power, but the left wing contacted the sandy terrain about 10 feet off the left side of the runway. The pilot stated the nose of the airplane then contacted the ground and the airplane came to rest approximately 300 feet from the initial ground contact. Post accident inspection revealed the initial impact with the terrain was approximately 400 feet from the approach end of runway 11and 20 feet from the left edge of the runway. He stated the airplane came to rest 940 feet from the approach end of runway 11 and 83 feet from the left edge of the runway. The maximum demonstrated crosswind component for the SR-22 is 20 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
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 423 hours in all; 200 in this make and model; 29 in the last 90 days; 10 in the last 30 days; 406 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Injury: no injuries
The aircraft
- Landing gear: fixed
- Engine: Continental IO-550 (piston); 0 hours total
The flight
- Departed from: SOY Sioux Center IA at 4:20 pm
- Destination: 8V2 Atkinson NE
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 170° at 18 knots, gusting 26
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 23°F (-5°C)
- Altimeter: 29.95 inHg
- Observation at 11:10 am from ONL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.