Amateur-built VIRUS SW accident near Cross City, Florida, November 7, 2022
On November 7, 2022 at about 3:35 pm local time, a 2022 amateur-built VIRUS SW, registered N91RR, was substantially damaged in an accident during enroute (cruise) near Cross City, Florida (Cross City airport). It was a personal 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 pilots’ inadequate preflight fuel planning and improper in-flight fuel management, which resulted in a total loss of engine power due to fuel exhaustion and subsequent deployment of the ballistic parachute recovery system.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 7, 2022 · about 3:35 pm local time
- Place
- Cross City, Florida · Cross City · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Amateur-built VIRUS SW 121C, built 2022
- Registration
- N91RR · no longer on the register · serial VSWX121C0106
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The two pilots were conducting multiple cross-country flights the day of the accident with the purpose of building flight time as part of an air carrier pilot development program. The pilots departed for the fourth leg of the day and the left seat pilot was primarily flying for this leg. Both pilots reported that while enroute they noticed the fuel level was low. Subsequently, about 15 nautical miles from the destination, the engine lost all power. The left seat pilot reported that the right seat pilot took control of the airplane after the loss of power. About 600 feet above ground level (agl) the right seat pilot deployed the ballistic parachute recovery system when it became clear that they would not be able to glide to an airport. The impact with the ground resulted in substantial damage to the fuselage. Post-accident inspection of the fuel system showed no fuel visible in either wing tank and no fuel visible in the inline fuel filters. The left seat pilot reported that there were no preaccident mechanical malfunctions or failures of the airplane that would have precluded normal operation.
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
- Fuel exhaustion during enroute (cruise) defining event
- Loss of engine power (total) during enroute (descent)
- Off-field or emergency landing during emergency descent
The NTSB's findings
- Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
- Personnel issues › Task performance › Planning/preparation › Fuel planning › Pilot
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
Pilot
- Certificate: flight instructor, commercial pilot, private
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,100 hours in all; 70 in this make and model; 70 in the last 90 days; 70 in the last 30 days
- Medical certificate: Class 1
- Seat: rgt
- Injury: no injuries
Pilot
- Certificate: commercial pilot, private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,240 hours in all; 40 in this make and model; 90 in the last 90 days; 55 in the last 30 days; 1,000 as pilot in command
- Last flight review: July 22, 2022
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 123.1 hours
- Last inspection: condition inspection, November 4, 2022
- Maximum gross weight: 1,212 lb
- Seats: 2
- Landing gear: fixed
- Engine: Rotax 912 S3-01 (piston); 123 hours total
- Operator: Right Rudder Aviation
The flight
- Departed from: 2J9 Quincy FL at 2:30 pm
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 060° at 5 knots
- Visibility: 10 statute miles
- Sky: scat at 5,000 ft
- Temperature: 84°F (29°C), dew point 63°F (17°C)
- Altimeter: 30.09 inHg
- Observation at 3:35 pm from CTY, 3 miles away
Weather report (METAR): METAR KCTY 072035Z AUTO 06005KT 10SM SCT050 SCT065 29/17 A3009 RMK AO2 T02910167
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
9 documents, released by the NTSB on January 9, 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 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 - Left Seat Pilot | PDF, 11 pages | View Download |
| 2 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 - Right Seat Pilot | PDF, 11 pages | View Download |
| 3 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 - Right Rudder Aviation | PDF, 11 pages | View Download |
| 4 | Left Seat Pilot's Statement to FAA | PDF, 5 pages | View Download |
| 5 | Memorandum for Record A�� Telephone Interview, Chief Pilot Right Rudder Aviation | PDF, 1 page | View Download |
| 6 | Memorandum for Record A�� Restraint System Used | PDF, 1 page | View Download |
| 7 | Memorandum for Record A�� No Mechanical Failure or Malfunation | PDF, 1 page | View Download |
| 8 | Memorandum for Record A�� Telephone Interview, Mesa Pilot Development Program Lead | PDF, 1 page | View Download |
| 9 | Photographs | PDF, 8 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N91RR the same tail number, which may have belonged to a different aircraft at the time
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.