Cirrus Design CORP SR22 accident near Edgartown, Massachusetts, July 23, 2017
On July 23, 2017 at about 11:35 am local time, a 2007 Cirrus Design CORP SR22, registered N831SR, was substantially damaged in an accident during takeoff near Edgartown, Massachusetts (Katama Airpark airport). It was flown under charter and air-taxi rules (Part 135). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The airplane’s collision with geese during the takeoff roll.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 23, 2017 · about 11:35 am local time
- Place
- Edgartown, Massachusetts · Katama Airpark · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cirrus Design CORP SR22 NO SERIES, built 2007
- Registration
- N831SR · no longer on the register · serial 22-2444
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, during the takeoff roll, multiple geese flew across the runway. One goose struck the propeller, and another struck the windshield. Subsequently, the airplane yawed to the right into tall grass, and the airplane then spun 180° and came to rest with the landing gear sheared off. The airplane sustained substantial damage to the fuselage and empennage. The pilot reported that there were no preaccident mechanical failures or malfunctions with 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
- Birdstrike during takeoff defining event
The NTSB's findings
- cause Environmental issues › Physical environment › Object/animal/substance › Animal(s)/bird(s) › Ability to respond/compensate
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,950 hours in all; 115 in this make and model; 125 in the last 90 days; 92 in the last 30 days; 4,690 as pilot in command; 2,850 on instruments
- Last flight review: May 4, 2017
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,653 hours
- Last inspection: 100-hour inspection, July 13, 2017
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Cont Motor IO-550-N (piston); 0 hours total
The flight
- Departed from: 1B2 Edgartown MA at 11:35 am
- Destination: IZG Fryeburg ME
- Flight plan: IFR
- Runway 06, 2,700 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 6 knots
- Visibility: 6 statute miles
- Sky: overcast at 11,000 ft
- Temperature: 72°F (22°C), dew point 70°F (21°C)
- Altimeter: 29.77 inHg
- Observation at 11:53 am from KMVY, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.
Other NTSB records under N831SR 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.