Flight Design CTSW accident near Winterville, North Carolina, May 22, 2021
On May 22, 2021 at about 9:42 pm local time, a 2006 Flight Design CTSW, registered N708JM, was destroyed in an accident during maneuvering near Winterville, North Carolina (South Oaks Aerodrome airport). It was a personal 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’s exceedance of the airplane’s critical angle of attack during a go-around, which resulted in an aerodynamic stall and a loss of control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 22, 2021 · about 9:42 pm local time
- Place
- Winterville, North Carolina · South Oaks Aerodrome · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Flight Design CTSW NO SERIES, built 2006
- Registration
- N708JM · no longer on the register · serial 06-08-09
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After a cross-country flight, the light sport airplane pilot and passenger arrived at the destination airport. Security camera video captured the airplane touching down normally about 122 ft past the approach end of the runway. The airplane remained on the ground for about 340 ft; afterward, the video recorded engine power increasing in a manner consistent with a go-around. The airplane became airborne and began a climbing left turn with between 15° and 20° left bank. The airplane rolled left beyond 90° of bank and descended in a left-wing-low attitude. A witness heard the sound of impact and saw a postcrash fire. Evidence at the accident site confirmed that the airplane was in a steep descent before impact. The reason for the go-around could not be determined based on the available evidence for this investigation. One of the throttle control cables was found fractured. However, no evidence indicated any preimpact mechanical failure or malfunction to the throttle control cables, flight controls, engine, or its systems. On the basis of the available evidence, the pilot likely exceeded the airplane’s critical angle of attack during the go-around, which caused the airplane to stall and descend uncontrolled.
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
- Miscellaneous/other during landing (aborted after touchdown)
- Loss of control in flight during maneuvering defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
- Fire/smoke (post-impact) during post (impact)
The NTSB's findings
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Angle of attack › Not attained/maintained
Pilot
- Certificate: sport pilot
- Ratings: single-engine land
- Flight time: 227 hours in all; 173 in this make and model; 173 as pilot in command
- Last flight review: June 13, 2020
- Medical certificate: Sport Pilot
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 687 hours
- Last inspection: condition inspection, March 11, 2021
- Maximum gross weight: 1,323 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 912 ULS 2 (piston); 693 hours total
- Fire on the ground
The flight
- Departed from: SUT Oak Island NC at 8:27 pm
- Flight plan: none
- Runway 25, 1,850 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 270° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 52°F (11°C)
- Altimeter: 30.23 inHg
- Observation at 5:55 pm from KPGV, 9 miles away
Weather report (METAR): KPGV 222155Z AUTO 27003KT 10SM CLR 29/11 A3023 RMK AO2
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
11 documents, released by the NTSB on June 8, 2023. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Record of NTSB Conversations | PDF, 8 pages · our copy | View Download |
| 2 | Excerpt from Airframe Logbook | PDF, 1 page · our copy | View Download |
| 3 | Memorandum for Record - Airframe and Engine Examinations Factual Observations | PDF, 4 pages · our copy | View Download |
| 4 | Memorandum for Record - ATC Uncorrelated radar Flight Path Information | PDF, 3 pages · our copy | View Download |
| 5 | Memorandum for Record - Videos Descriptions | PDF, 4 pages · our copy | View Download |
| 6 | Investigative Photographs | PDF, 6 pages · our copy | View Download |
| 7 | Toxicological Reports | PDF, 3 pages · our copy | View Download |
| 8 | Autopsy Memorandum for Record - Pilot | PDF, 1 page · our copy | View Download |
| 9 | Medical Factual Report | PDF, 2 pages · our copy | View Download |
| 10 | NTSB Materials Laboratory Factual Report | PDF, 10 pages · our copy | View Download |
| 11 | Release of Aircraft Wreckage, NTSB Form 6120.15, and NTSB Evidence Control Form | PDF, 2 pages · our copy | View Download |
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.