Cirrus SR22 accident near Indiantown, Florida, February 6, 2010
On February 6, 2010 at about 4:30 pm local time, a Cirrus SR22, registered N155ZS, was substantially damaged in an accident during landing (flare/touchdown) near Indiantown, Florida (Indiantown Airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 1 other was unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper landing flare, which resulted in damage to the nose landing gear and the airplane nosing over.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 6, 2010 · about 4:30 pm local time
- Place
- Indiantown, Florida · Indiantown Airport · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 1 other was unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cirrus SR22 · all SR22s on the register
- Registration
- N155ZS · no longer on the register · serial 3165
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While en route, the sole passenger onboard the airplane became ill and the pilot diverted to the accident airport. According to the pilot, the airplane began oscillating during the landing roll on the turf runway and he was unable to regain control of the airplane. Local authorities reported that during the landing the nosewheel made contact with the surface prior to the main landing gear. Subsequently the nosewheel made an approximately 80-foot furrow, at the end of which, the airplane nosed over and came to rest inverted, substantially damaging the airplane.
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
- Abnormal runway contact during landing (flare/touchdown) defining event
- Nose over/nose down during landing (landing roll)
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Landing flare › Incorrect use/operation
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 16,000 hours in all; 109 in this make and model; 50 in the last 90 days; 5 in the last 30 days; 14,000 as pilot in command
- Last flight review: July 19, 2009
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 55 hours
- Last inspection: annual inspection, August 10, 2009
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Teledyne Continental Motors IO-550-N51B (piston); 0 hours total
The flight
- Departed from: GNV Gainsville FL at 2:15 pm
- Destination: PBI West Palm Beach FL
- Flight plan: none
- Runway 31, 6,300 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 20 knots, gusting 27
- Visibility: 7 statute miles
- Sky: broken clouds at 2,000 ft
- Temperature: 72°F (22°C), dew point 57°F (14°C)
- Altimeter: 29.79 inHg
- Observation at 4:47 pm from SUA, 15 miles away
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 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.