Accident Overview
On October 21, 2025, at approximately 0944 central daylight time, a Cirrus SR22, registration N42BE, was destroyed when it impacted wooded terrain near Ruston, Louisiana. The private pilot, the sole occupant, sustained fatal injuries. The flight was operated under 14 CFR Part 91 as a personal trip.
Flight History
The airplane departed Huntsville Municipal Airport (UTS) in Huntsville, Texas, at 0830, with a destination of Ruston Regional Airport (RSN) in Ruston, Louisiana. According to preliminary ADS-B and communications data from the FAA, air traffic control (ATC) cleared the pilot for the RNAV Runway 36 approach. The pilot acknowledged but shortly after requested a go-around. ATC cleared the pilot to climb to 2,000 ft and turn right to a heading of 120°. The controller inquired if visibility or ceilings were too low; the pilot responded that he was having “a little trouble with my autopilot there getting that programmed in.” The controller asked the pilot to verify the heading and issued a low altitude alert. Further queries about the heading and whether the pilot was using autopilot or hand-flying were answered with “hand flying.” No further communications were received.
Impact and Wreckage
The accident site was in heavily wooded terrain, 2.5 miles southeast of the approach end of Runway 36. The airplane first struck a 60-ft tall tree, followed by three other trees at altitudes of 30 ft, 27 ft, and 24 ft. Data from the recoverable data module (RDM) indicated the airplane was in a left bank with a nose-low attitude at impact. The impact crater, located 30 ft southeast of the initial tree strike, measured 2 ft deep and 6 ft in circumference. The main debris field extended 330 ft along a 103° heading and was 60 ft wide. A postcrash fire consumed portions of the fuselage, wings, and empennage. Fuel blighting was observed on vegetation throughout the debris.
Engine and Propeller Examination
The engine was impact-separated and found beyond the crater on the left side of the debris path. RDM data showed the engine was producing 2,500 rpm (91% power) with all cylinder head and exhaust gas temperatures consistent with normal operation at the time of the accident. Both magnetos were separated and not recovered. A large impact hole was visible on the crankcase above cylinders 2 and 4; a counterweight and connecting rod were visible inside. The top spark plugs were impact-damaged; the No. 4 cylinder plug was missing its electrode, while others showed normal wear. The oil filter was separated but remained attached via safety wire, with minor carbon debris in the pleats. The engine would not rotate due to impact and organic material. All cylinders had dirt between cooling fins. Intake pipes and exhaust stacks were impact-separated. Cylinders 5 and 6 had head damage and missing rocker box covers.
The three-bladed metal propeller separated from the engine and was found near the crater, displaying S-bending and rotational scoring consistent with high rpm. One blade tip was missing; the spinner dome was absent.
Parachute System
The Cirrus Airframe Parachute System (CAPS) was partially deployed consistent with impact. The parachute remained packed in its bag, but cables were extended. The ballistic rocket was found 330 ft from the initial tree impact at the far end of the debris field. The cockpit handle was in the stowed position, and the ground safety pin was not installed.
Investigation Status
The wreckage was retained for additional examination. No probable cause has been determined at this stage.