Cirrus Design CORP. SR22 accident near Phoenix, Arizona, December 15, 2011
On December 15, 2011 at about 4:54 pm local time, a 2005 Cirrus Design CORP. SR22, registered N7850P, was substantially damaged in an accident during approach (VFR pattern final) near Phoenix, Arizona (Scottsdale airport). It was a business flight under general aviation rules (Part 91). 1 person was killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain adequate separation behind a corporate jet, which resulted in an encounter with wake turbulence and a subsequent loss of control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 15, 2011 · about 4:54 pm local time
- Place
- Phoenix, Arizona · Scottsdale · map
- Type
- Accident
- Injuries
- 1 person was killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cirrus Design CORP. SR22, built 2005
- Registration
- N7850P · no longer on the register · serial 1351
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A review of radar data revealed that the single-engine Cirrus airplane entered the left downwind leg of the traffic pattern for runway 3 as a Gulfstream twin-engine corporate jet was 5 miles to the west for landing. The tower controller instructed the Cirrus pilot to extend his downwind leg to follow the Gulfstream and then instructed him to report when he had the Gulfstream in sight. The Cirrus pilot made his base turn towards the final approach course before reporting the Gulfstream in sight, which resulted in the Cirrus being in very close proximity to the Gulfstream. The Cirrus pilot had the discretion to turn from the extended downwind to the base leg prior to the controller advising him to do so; however, when he made this decision it then became his responsibility to maintain safe separation from the Gulfstream. After several traffic advisories from the controller to the accident pilot, the pilot finally reported the Gulfstream in sight, at which point the Gulfstream was about 0.11 nautical miles ahead of--and 200 to 300 feet higher than--the Cirrus on final to runway 3. The controller then radioed the Cirrus pilot to stand by for a possible go-around and the pilot replied that he was standing by. The controller instructed the Cirrus pilot to start a climb and go around. Three seconds later, an unidentified pilot radioed the controller that an airplane on final had just gone down; no further communications were received from the Cirrus pilot. About 7 seconds before the accident, the Cirrus was at an altitude of 1,400 feet above ground level. The Gulfstream had passed that location about 30 seconds earlier and 150 feet higher than the Cirrus. The upset and loss of control most likely occurred as a direct result of an encounter with the wake turbulence generated by the Gulfstream while the Cirrus was in trail and on final approach to the runway. An onboard recording device revealed that at 0954 the Cirrus experienced an upset, rolling rapidly from 35 degrees left-wing-down to over 77 degrees left-wing-down, before rapidly rolling to 25 degrees right-wing-down. At this time, the airplane's rate of descent was in excess of 3,000 feet per minute.
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
- Aircraft wake turb encounter during approach (VFR pattern final) defining event
- Collision with terrain or object (not controlled flight into terrain) during uncontrolled descent
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Pilot
- cause Environmental issues › Conditions/weather/phenomena › Turbulence › Wake turbulence › Effect on equipment
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Environmental issues › Conditions/weather/phenomena › Light condition › Glare › Effect on personnel
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 700 hours in all; 62 in this make and model
- Last flight review: November 13, 2010
- Medical certificate: Class 1 (waiver time limited special)
- Seat: left
- Injury: fatal
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: fixed
- Engine: Cont Motor IO-550-N (piston); 0 hours total
- Fire on the ground
- Operator: Frank M Smith & Associates INC
The flight
- Departed from: SOW Show Low AZ at 4:13 pm
- Destination: SDL Scottsdale AZ
- Flight plan: none
- Runway 03, 8,249 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 250° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 46°F (8°C), dew point 39°F (4°C)
- Altimeter: 30.18 inHg
- Observation at 4:53 pm from SDL, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.