Cirrus Design CORP SR20 accident near Deltona, Florida, February 17, 2009
On February 17, 2009 at about 7:18 pm local time, a Cirrus Design CORP SR20, registered N493DA, was substantially damaged in an accident during maneuvering near Deltona, Florida. It was an instructional flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot receiving instruction's failure to maintain adequate airspeed while maneuvering, which resulted in an aerodynamic stall and subsequent loss of control. Contributing to the accident was the flight instructor's inadequate supervision and both pilots' failure to deploy the ballistic parachute at a higher altitude.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 17, 2009 · about 7:18 pm local time
- Place
- Deltona, Florida · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cirrus Design CORP SR20
- Registration
- N493DA · no longer on the register · serial 1839
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot flight instructor and a commercial pilot receiving instruction departed from Orlando Sanford International Airport on an instructional flight. Approximately 30-40 minutes later witnesses reported seeing the nose of the airplane pitch down vertically and the airplane start to spin. The witnesses added that, just before the airplane disappeared below a tree line, a parachute deployed but did not inflate. Even though the airframe manufacturer did not set a minimum altitude for deployment of the Cirrus Airframe Parachute System (CAPS), data suggests that a successful deployment of the system below 900 feet above ground level while an airplane is in a spin is improbable. Review of data downloaded from the multifunction and primary flight displays revealed that prior to the initiation of the accident sequence, the airplane was maneuvering between 3,257 feet and 3,131 feet, heading between 078 degrees to 064 degrees. The engine rpm varied between 2,440 rpm to 1,050 rpm. The indicated airspeed varied between 50 to 75 knots. About 31 seconds before the accident, the engine rpm increased to 2,500 rpm and the airplane's indicated airspeed was 54 knots. The Pilot's Operating Handbook states the airplane will stall at an indicated airspeed of 61 knots with a 0 degree angle of bank and flaps at 50 percent. Examination of the wreckage revealed the flaps were 50 percent at impact. In addition, no anomalies were noted with the airframe, flight controls, CAPS, engine assembly, or engine accessories.
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 maneuvering defining event
- Aerodynamic stall/spin during maneuvering
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- factor Aircraft › Aircraft systems › Equipment/furnishings › Parachute › Not used/operated
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Flight crew
- factor Personnel issues › Action/decision › Action › Lack of action › Instructor/check pilot
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,625 hours in all; 484 in this make and model; 182 in the last 90 days; 65 in the last 30 days; 1,568 as pilot in command; 1,299 on instruments
- Last flight review: June 13, 2008
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: fatal
Dual student
- Certificate: commercial pilot, private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 176 hours in all; 132 in this make and model; 84 in the last 90 days; 26 in the last 30 days; 36 as pilot in command
- Last flight review: February 13, 2009
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 1,644 hours
- Last inspection: 100-hour inspection, February 2, 2009; 56 hours since
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: fixed
- Engine: Cont Motor IO-360-ES (piston); 0 hours total
The flight
- Departed from: SFB Sanford FL at 7:08 pm
- Destination: SFB Sanford FL
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 080° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 43°F (6°C)
- Altimeter: 30.20 inHg
- Observation at 7:53 pm from SFB, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
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.