Cirrus Design Corp. SR-22 accident near Phoenix, Arizona, June 18, 2005
On June 18, 2005 at about 5:30 pm local time, a Cirrus Design Corp. SR-22, registered N626Z, was substantially damaged in an accident near Phoenix, Arizona (Phoenix Regional 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 pilot's delay in executing a timely go-around and failure to raise the flaps, which resulted in a collision with terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 18, 2005 · about 5:30 pm local time
- Place
- Phoenix, Arizona · Phoenix Regional · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cirrus Design Corp. SR-22
- Registration
- N626Z · registry record · serial 1150
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted terrain about 50 yards from the runway during an attempted go-around from a practice power off forced landing. The airplane was in cruise at 5,500 feet when the pilot decided to do a practice emergency power off landing to an airport below him. He set up for left traffic to runway 21. The rpm was idling between 800-1,000 rpm and he was maintaining 85-88 knots air speed. He set the flaps to 50 percent about 800 feet above ground level (agl). The airplane was descending through 450 feet agl when he decided that he was too low to make the runway and he initiated a go-around. He added power, and did not bring the flaps up. He pulled the stick back and established a positive pitch up attitude. He thought that the engine responded, but the airplane was still descending and it impacted terrain about 50 yards from the airport. During a post accident examination, the engine ran successfully through the range of power settings from idle up to 2,600 rpm. The engine ran for approximately 3 minutes. Downloaded information from the Avidyne Engine Data Log indicated that during the last 6 seconds of recorded data, the rpm went from 1,200 to a maximum of 2,300, manifold pressure went from 8.8 to 21.4 inches, and fuel flow went from 1.9 to 19.2. The recorded data did not show any anomalies in power development for the flight.
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
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 664 hours in all; 314 in this make and model; 40 in the last 90 days; 21 in the last 30 days; 483 as pilot in command
- Last flight review: January 1, 2005
- Medical certificate: Class 2
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 351 hours
- Last inspection: annual inspection, May 1, 2005; 30 hours since
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Continental IO-550N (piston); 0 hours total
The flight
- Departed from: P19 Chandler AZ at 5:15 pm
- Destination: CGZ Casa Grande AZ
- Flight plan: none
- Runway 21, 5,000 ft by 50 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 37°F (3°C)
- Altimeter: 29.87 inHg
- Observation at 4:55 pm from CGZ
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.