Cirrus Design CORP SR20 accident near Jacksonburg, West Virginia, September 5, 2017

The NTSB's narrative final · quoted from the NTSB record

Before departing on the instrument flight rules cross-country flight, the instrument-rated private pilot received an official weather briefing which included the latest Significant Meteorological Information (SIGMET) valid along the proposed route of flight. While en route at 8,000 ft mean sea level (msl), the controller provided a vector to the pilot to deviate around weather. The pilot accepted the deviation and turned the airplane; shortly thereafter, he reported that the airplane was in an area of moderate-to-heavy precipitation. Several minutes later, the pilot reported that the airplane was clear of the precipitation; he requested and was cleared to resume the on-course heading. The controller subsequently observed the radar return associated with the airplane descending rapidly from 8,000 ft to 5,000 ft before radar contact was lost. Review of the airplane's flight track data showed the airplane descending in a left turn, then making a sharp right turn followed by a sharp left turn; there were no further communications received from the pilot. The wreckage was significantly fragmented, consistent with a high-energy impact and trees in the vicinity of the accident site displayed angular cuts consistent with propeller contact. There was no evidence of mechanical malfunctions or anomalies that would have precluded normal operation. A cold frontal boundary just west of the accident site provided a moderately unstable environment for the formation of thunderstorms along the route of flight. Review of weather information indicated that the pilot was operating in instrument meteorological conditions and likely turbulence associated with the thunderstorm activity. These conditions are known to be conducive to the development of spatial disorientation. Additionally, the airplane's series of descents and changes in direction before being lost from radar and the evidence of a high-energy impact are consistent with the known effects of spatial disorientation and a subsequent loss of control.

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.

Other NTSB records under N135CD the same tail number, which may have belonged to a different aircraft at the time