Cirrus SR22, 225CD LLC, N225CD: Accident occurred August 03, 2013 in Chesterfield, Missouri

http://registry.faa.gov/N225CD

NTSB Identification: CEN13FA456
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 03, 2013 in Chesterfield, MO
Probable Cause Approval Date: 05/22/2014
Aircraft: CIRRUS DESIGN CORP SR22, registration: N225CD
Injuries: 2 Fatal.

NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

The instrument-rated pilot departed with a reported cloud ceiling of 400 feet above ground level and 3 miles visibility. A witness, who was about 0.3 nautical mile (nm) west of the departure end of the runway, observed seeing the accident airplane’s navigation lights for about 3 to 5 seconds as it traveled west. The airplane appeared to be traveling at a high rate of speed and in a descent. He saw a fireball as the accident airplane impacted the trees and terrain. He reported that the weather conditions were “very foggy” and that he could only see the accident airplane’s navigation lights due to the fog and dark light conditions. Approach control radar data indicated that the airplane did not climb more than 200 feet above ground level before impacting the trees. The examination of the wreckage debris field indicated that the airplane was in a shallow descent at impact. The postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot’s failure to establish and maintain a positive climb rate during the initial climb in night instrument meteorological conditions.

HISTORY OF FLIGHT

On August 3, 2013, at 0456 central daylight time, a Cirrus SR22, N225CD, was destroyed when it impacted trees and terrain about 0.6 nautical miles (nm) west of the Spirit of St. Louis Airport (SUS), Chesterfield, Missouri. The wreckage was fragmented and a post impact ground fire consumed a majority of the airplane. The airplane was departing from SUS and was en route to the Dalhart Municipal Airport (DHT), Dalhart, Texas. The private pilot and one passenger received fatal injuries. The airplane was registered to 225CD LLC and operated by the pilot under the provisions of the 14 Code of Federal Regulations as a Part 91 personal flight. Night instrument meteorological conditions (IMC) prevailed at the time of the accident, and an instrument flight plan was filed.

At 0321, the pilot contacted the Fort Worth Automated Flight Service Station (FSS) to receive a standard weather briefing. The FSS briefer provided information about the instrument flight rules (IFR) conditions that prevailed at SUS and would be in effect for much of the morning. IFR and low IFR conditions prevailed throughout central Missouri and Kansas. The pilot decided to file an IFR flight plan that would proceed from SUS to St. Joseph, Missouri, and then proceed to the southwest to land at DHT for fuel. Visual meteorological conditions prevailed between DHT and the pilot’s final destination, the Winslow-Lindbergh Regional Airport (INW), Winslow, Arizona.

At 0451, the pilot contacted the St. Louis Terminal Radar Approach Control Facility (TRACON) to obtain a departure clearance, since the control tower at SUS was not open. The pilot was cleared to DHT as filed in his flight plan. He was cleared to climb to 3,000 feet above mean sea level (msl), and to expect 10,000 feet msl 10 minutes after departure. At 0452, the TRACON controller told the pilot he was released for departure, and when able, to proceed on course. He requested that the pilot call him if his departure was delayed more than five minutes. The pilot responded, “Will call you back if, ah, more than five minutes, Five Charlie Delta. Cleared for departure.” There were no further communications from the pilot.

Approach control radar data indicated that the airplane became airborne about 0456. The first four radar returns indicated that the airplane climbed to 600 feet msl +/- 50 feet. The fifth radar return indicated the airplane was at 500 feet msl +/- 50 feet. The last radar return was about 0.3 nm from the departure end of runway 26R. The elevation at SUS is 463 feet.

A witness reported that he was driving south on N. Eatherton Road, which runs perpendicular to runway 26R about 0.3 nm west of the departure end of runway 26R, and observed seeing the accident airplane’s navigation lights for about 3 to 5 seconds as it traveled to the west. The airplane appeared to be traveling at a high rate of speed and in about a 20 degree descent. He saw a fireball as the accident airplane impacted the trees and terrain. He reported that the weather conditions were “very foggy,” and it was the worst fog conditions that he had observed for the year. He reported that he could only see the accident airplane’s navigation lights due to the fog and light conditions.

PERSONNEL INFORMATION

The 41-year-old private pilot held a single-engine land and airplane instrument ratings. He received his airplane instrument rating on February 14, 2013, and he used the accident airplane for his instrument training and instrument check ride. He held a third class medical certificate. The pilot’s logbook was not retrieved; however, aircraft flight logs and insurance records indicated that the pilot had about 475 total flight hours with about 154 hours in accident airplane. He flew about 24 hours within the last 30 days. The pilot’s total number of instrument hours flown is unknown. He pilot purchased a 1/3 ownership in the accident airplane about 1.5 years before the accident.

The pilot’s instrument instructor reported that he provided about 20 hours of training in preparation for the pilot’s instrument rating. He stated the accident pilot was quick to engage the autopilot and was overly trusting of the autopilot system at the beginning of their training. He worked with the pilot to hand fly the airplane to increase his skill level in instrument conditions. He never flew with the accident pilot in actual IMC, but they flew several flights at night.

The designated pilot examiner who gave the instrument check ride to the pilot reported that the pilot failed his first check ride in January 2013. The pilot reportedly had deviated off course while on an instrument landing system (ILS) and GPS instrument approaches during the first check ride attempt. He stated that the accident pilot met all the standards of the practical test during the second check ride, and was issued his instrument rating in February 2013.

The pilot’s wife reported that he had been on vacation since Wednesday, July 31, 2013. He had normal sleep cycles on account that he did not have to go to work. The pilot did not have any sleep deprivation problems, was healthy, and typically exercised every day. He loaded the airplane on Friday night in order to get an early departure on Saturday morning. The pilot’s wife was uncertain how much sleep he had on Friday night.

AIRCRAFT INFORMATION

The airplane was a single-engine Cirrus SR22, serial number 0031. The engine was a Continental 310-horsepower IO-550N engine. The airplane seated four and had a maximum gross weight of 3,400 pounds. The last annual maintenance inspection was conducted on September 11, 2012, with a total time of 1800.8 hours on the airframe and engine. The last oil change was completed on July 21, 2013, with an engine time of 2,067.4 hours. An engine oil analysis indicated normal values at the last inspection.

On July 18, 2013, an Avidyne EX5000 Multifunction Display (MFD), part number 700-00004-006, serial number 2055, was installed on the airplane. The original ARNAV MFD was providing erroneous information and required replacement. The total airframe time was 2,058.1 hours.

On July 31, 2013, the pilot altimeter, static pressure system, transponder, and altitude encoder were tested and certified. The total airframe time at the time of the inspection was 2,074.8 hours.

One of the partners who owned the airplane reported that he flew the airplane to Joplin, Missouri, and back to SUS on the day before the accident. He encountered some IMC conditions during the flight and used the autopilot for the entire flight, except for the takeoffs and landings. He stated that all the instruments were working properly for the flight, and for the 4 to 5 flights he had flown during the last 10 days. He stated that he had flown the airplane a dozen times since the MFD was replaced and it operated properly during those flights.

METEOROLOGICAL INFORMATION

The SUS weather surface observation at 0454 was: wind 010 at 4 knots; visibility 3 miles in mist; overcast ceiling at 400 feet above ground level (agl), temperature 22 degrees Celsius (C); dew point 21 degrees C; altimeter 29.95.

The SUS special weather surface observation at 0512 was: wind 020 at 7 knots; visibility 1 3/4 miles in mist; overcast ceiling at 400 feet agl, temperature 22 degrees C; dew point 21 degrees C; altimeter 29.95; ceilings variable from 200 to 600 feet.

WRECKAGE AND IMPACT INFORMATION

The examination of the accident site revealed that the accident airplane impacted the woods located west of SUS on a 250 degree magnetic heading from the departure end of runway 26R. The wreckage path was about 350 feet in length, also on about a 250 degree magnetic heading, from where the initial impact occurred at the edge of the woods to the nose landing gear, which was the part of the accident airplane found furthest from the initial impact point.

A piece of the right wingtip was observed embedded in the trunk of a 70 to 80 foot tall tree located near the edge of the woods. The piece was embedded about 30 feet up from the base of the tree. Another tree about 96 feet from the initial impact point also was struck. The tree was about 32 inches in diameter at the base of the tree. The impact occurred near the tree’s mid-span and the impact toppled the top of the tree in the direction of travel. A piece of the tree trunk was found at the base of the tree that had a 13 inch by 18 inch diagonal slash with gray paint transfer, which was consistent with a propeller slash mark. The left wing and the wing spar were located about 150 feet from the initial impact point and had extensive fire damage. The aft cabin and cargo compartment were found near the left wing. The Cirrus Aircraft Parachute System (CAPS) rocket motor had fired. The parachute was found deployed, although the parachute canopy had not opened and was found in a packed condition and still in the deployment bag. The airplane’s empennage was found about 200 feet from the initial impact point. The elevator and rudder control cables remained attached to the control surfaces and exhibited continuity. The aileron cables to the left wing remained attached to the left aileron actuation pulley, and the left wing aileron control cable continuity was confirmed. The right wing received extensive damage and control cable continuity to the right aileron could not be confirmed. The flap actuator was found in the flaps up position. The instrument panel and avionics were separated from the cockpit and located at various locations in the debris field. The pilot-side attitude gyro remained attached to the instrument panel, but the other instruments were dislodged from the panel. The pilot-side attitude gyro displayed about a 4 degrees nose down with a 3 degrees right wing down attitude.

The on-site examination of the engine revealed that the crankcase had impact damage and the forward top portion of the crankcase was found separated in the debris field. The crankshaft was fractured in the area of the nose seal, and the crankshaft propeller flange separated with the propeller hub. The fracture features were consistent with the application of combined torsion and bending. The fracture surface of the crankshaft exhibited 45-degree cracks to both the internal and external surfaces, which were consistent with torsional loading. The cylinders exhibited impact and thermal damage. The cylinders were examined with a lighted borescope. The combustion chambers were a light color. The top and bottom spark plugs exhibited “worn out–normal” operating signatures when compared to a manufacturer’s wear diagram.

The thee-bladed, variable-pitch propeller had separated from the engine and exhibited impact damage. The propeller blade marked “A” was loose in the hub and had multiple bends. Mid-span of blade A leading edge nicks and gouges were observed as well as chord wise scratches to the chambered face. Blade B was bent forward at mid-span. Blade C exhibited a gradual bend aft from the hub to the tip.

The airplane’s directional gyro and horizon reference indicator were sent to the National Transportation Safety Board’s (NTSB) Materials laboratory for examination. A Go-Pro video camera, a Drift Innovation video camera, and the accident airplane’s MFD’s memory card were sent the NTSB Vehicle Recorder’s laboratory for examination.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy of the pilot was performed at Saint Louis County Health in St. Louis, Missouri, on August 4, 2013. The “Cause of Death” was listed as craniocerebral blunt trauma. A Forensic Toxicology Fatal Accident Report was prepared by the FAA Civil Aerospace Medical Institute. No carbon monoxide was detected in the blood (cavity). The test for cyanide was not performed. The following substances were identified in the toxicology report: 39 mg/dL ethanol detected in blood (cavity), 38 mg/dL ethanol detected in muscle, 38 mg/dL ethanol detected in kidney, ephedrine detected in liver, ephedrine detected in blood (cavity), pseudoephedrine detected in liver, pseudoephedrine detected in blood (cavity), trimethoprim detected in liver, and trimethoprim detected in blood (cavity).

Pseudoephedrine is used to relieve nasal congestion caused by colds, allergies, and hay fever. It is also used to temporarily relieve sinus congestion and pressure. Trimethoprim may be used for cold symptoms as well. The ethanol levels found in this case were consistent with putrefaction, since the recovery of the body was delayed.

TESTS AND RESEARCH

The NTSB Vehicle Recorders laboratory examined the MFD memory card. The examination revealed that the memory chip was cracked and no data was recovered. The examination of the GoPro Hero 3 and the Drift HD camera/recorder memory cards revealed that the files contained on the memory cards were not pertinent to the accident flight.

The NTSB Materials laboratory disassembled the gyro assembly of the directional gyro to look for indications of rotation on the gyro housing and rotor. The examination of the inner surface of the housing revealed circumferentially oriented scratches where the housing material had been exposed. The surface of the rotor exhibited circumferentially oriented areas where the surface finish had been disturbed to reveal the underlying metal.

The NTSB Materials laboratory examination of the horizon reference indicator (attitude gyro) revealed that the interior surface of the gyro assembly had dark, circumferentially oriented marks and circumferentially oriented scratches where the housing materials had been exposed. The gyro’s rotor also had circumferentially oriented marks on its surface.

NTSB Identification: CEN13FA456
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 03, 2013 in Chesterfield, MO
Aircraft: CIRRUS DESIGN CORP SR22, registration: N225CD
Injuries: 2 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

On August 3, 2013, at 0510 central daylight time, a Cirrus SR22, N225CD, was destroyed when it impacted trees and terrain about 0.6 nautical miles (nm) west of the Spirit of St. Louis Airport (SUS), Chesterfield, Missouri. The wreckage was fragmented and a post impact ground fire consumed much of the airplane’s wings. The airplane was departing from SUS and was en route to Dalhart, Texas. The private pilot and one passenger received fatal injuries. The airplane was registered to 225CD LLC and operated by the pilot under the provisions of the 14 Code of Federal Regulations as a Part 91 personal flight. Instrument meteorological conditions prevailed at the time of the accident, and an instrument flight plan was filed.

A witness reported that he was driving south on N. Eatherton Road, which runs perpendicular to runway 26R about 0.3 nm west of the departure end of runway 26R, and observed seeing the accident airplane’s navigation lights for about 3 to 5 seconds as it traveled to the west. The airplane appeared to be traveling at a high rate of speed and in about a 20 degree descent. He saw a fireball as the accident airplane impacted the trees and terrain. He reported that the weather conditions were “very foggy.” He reported that he could only see the accident airplane’s navigation lights due to the fog and light conditions.

The examination of the accident site indicated that the accident airplane impacted the woods located west of SUS on about a 250 degree magnetic heading from the departure end of runway 26R. The wreckage path was about 350 feet in length, also on about a 250 degree magnetic heading, from where the initial impact occurred at the edge of the woods to the nose landing gear, which was the part of the accident airplane found furthest from the initial impact point.

A piece of the right wingtip was observed embedded in the trunk of a 70 to 80 foot tall tree located near the edge of the woods. The piece was embedded about 30 feet up from the base of the tree. Another tree about 96 feet from the initial impact point was struck. The tree was about 32 inches in diameter at the base of the tree. The impact occurred near the tree’s mid-span and the impact toppled the top of the tree over in the direction of travel. A piece of the tree trunk was found at the base of the tree that had a 13 inch by 18 inch diagonal slash with gray paint transfer, which was consistent with a propeller slash. The left wing and the wing spar were located about 150 feet from the initial impact point and had extensive fire damage. The aft cabin and cargo compartment were found near the left wing. The parachute rocket motor had fired. The parachute was found deployed, although the parachute canopy had not opened and was found in a packed condition and still in the “D-bag.” The accident airplane’s empennage was found about 200 feet from the initial impact point. The elevator and rudder control cables were attached to the control surfaces and exhibited continuity. The aileron cables to the left wing remained attached to the left aileron actuation pulley. The right wing received extensive damage and control continuity to the right wing could not be confirmed. The flap actuator was found in the flaps up position.

The 41-year-old private pilot held a single-engine land and airplane instrument ratings. He received his airplane instrument rating on February 14, 2013, and he had used the accident airplane for his instrument training and instrument check ride. He held a third class medical certificate. The pilot’s logbook was not retrieved; however, aircraft flight logs and insurance records indicated that the pilot had about 475 total flight hours with about 154 hours in the SR22. He flew about 24 hours within the last 30 days, but the number of instrument hours flown is unknown.

The SUS weather surface observation at 0454 was: wind 010 at 4 knots; visibility 3 miles in mist; overcast ceiling at 400 feet above ground level (agl), temperature 22 degrees Celsius (C); dew point 21 degrees C; altimeter 29.95.

The SUS special weather surface observation at 0512 was: wind 020 at 7 knots; visibility 1 3/4 miles in mist; overcast ceiling at 400 feet agl, temperature 22 degrees C; dew point 21 degrees C; altimeter 29.95; ceilings variable from 200 to 600 feet.

The accident airplane’s directional gyro and horizon reference indicator were sent to the National Transportation Safety Board’s (NTSB) Materials laboratory for examination. A Go-Pro video camera, a Drift Innovation video camera, and the accident airplane’s multifunction display’s memory card were sent the NTSB Vehicle Recorder’s laboratory for examination.

 Shiv Patil

Shiv Patil

 

Cirrus SR22, N225CD:  Plane crash site

Cirrus SR22, N225CD: Plane crash site

 

 

A planned trip to Arizona turned into an unimaginable nightmare for one Chesterfield family this week. 

Very early morning on Saturday, a small airplane flying out of the Spirit of St. Louis Airport came crashing down in Wildwood, claiming the lives of Shiv Patil, 41, and Sonia, his 7-year-old daughter. Federal officials are still investigating what exactly went wrong, but in the meantime, family and friends are coming to terms with the tragic deaths, mourning the loss of a beloved doctor and his young girl. They leave behind Shiv’s wife Pooja and their second, older daughter, Rhea.

“From the moment Shiv and Pooja moved into the neighborhood, we knew we would be friends with them,” Patil’s next door neighbor Matt Paese tells Daily RFT. “They were warm and open, and he was always wanting to know how he could help and making sure he was being a good neighbor.”

“I think that translated well outside of how he was as a neighbor. That’s the way he was as a doctor. That’s the way he was as a man. He always had time for other people and always made room for other people before himself,” Paese continues. “He was always smiling and pleasant and just a truly wonderful gentleman to know and be friends with.”

“That made it all the harder to find out such a horrible tragedy happened at such a young age,” he says. “And little Sonia was a spark of energy and beauty.”

Daily RFT got a chance this week to speak with Paese and his partner, Ellen McGirt, a Chesterfield couple that share a yard with the Patil family and have known them for about five years since the Patils moved in next door.

The National Transportation Safety Board and the Federal Aviation Administration will be performing independent investigations of the crash, which police say happened at around 4:50 a.m. shortly after the Cirrus SR22 took off. The two were headed to Texas and then onward to Arizona, where they were apparently going to visit the Grand Canyon. Pooja, McGirt tells us, likely stayed behind for work.

(A director with the Spirit of St. Louis Airport tells Daily RFT that the airport isn’t closely involved with the investigation since it happened outside of its jurisdiction, but notes that it did complete runway inspections and fuel quality control checks and found no issues there.) 

Shiv and Pooja are both from India and came here to work as doctors, McGirt says. 

“They were building a life here,” she says, explaining that the two were running a practice together.
“The whole family has this beautiful spirit,” she says. 

McGirt, a journalist originally from New York City, says she bonded with Shiv over the foreignness of Chesterfield.

“Whether you’re from India or you’re from New York City, Chesterfield is equally exotic to you,” she says. “We would sort of take on the idea of living here and blending in here with the same level of enthusiasm.” 

She says, “It was just a wonderful gift. We shared a common view, literally out of our windows and a common view of the world. That was really a joy. I so looked forward to so many years with them and watching their children grow up.”

She adds, “When you have a nice neighbor, you have pearls, these wonderful moments…. We had so many with Shiv and his kids. It’s just hard to imagine a more loving, gentle person.”

McGirt and Paese, whose own children sometimes play with the Patil girls, say they have many positive memories to share.

McGirt recalls Shiv building a swing set for his family — and it collapsing after a big storm. “I will rebuild it!” she recalls him saying.

McGirt also remembers him running down the hill with tandoori chickens in his hands for their grill — with the two girls and their dog, Timmy, running behind.

Shiv, she says, would cheer her on when she was trying to save their shared trees from heavy snow.

Paese has a memory of Shiv recently chasing an ice cream truck down the street — on his bike — to make sure he got some for his girls. 

“He was pedaling as fast as he could,” Paese says, noting that he was finally able to catch up with the truck and bring it back so his daughters could get ice cream.

And he and his wife are very well-respected doctors, he adds. “They’ve really built a group of clients and patients who love them. My sense is…people love Shiv and Pooja, because they always have time. They really treat patients like family. And that’s the way they treat their neighbors.”

McGirt says Sonia was often shy, but fondly recalls one time when the young girl decided she wanted to dance in front of them.

“One moment, she got up her nerve…and was ready to perform her dance,” McGirt remembers. “She just brought the house down…. It was just so cute and so gutsy. She just wanted to dance with everybody.”

Paese adds of Sonia, “She was only seven…. But she was as beautiful and as perfect as they come.”

Source:   http://blogs.riverfronttimes.com






 

 

 

 

A doctor who loved to fly and his 7-year-old daughter died when their plane crashed shortly after takeoff from Spirit of St. Louis Airport early Saturday morning.

Dr. Shiv K. Patil, 41, and his daughter, Sonia, of Chesterfield, were killed when the Cirrus SR22 plane went down just west of the airport about 5 a.m., said St. Louis County Police spokesman Randy Vaughn. The single-engine plane crashed in a heavily wooded area on Howell Island.

The cause of the crash is under investigation. Heavy fog was reported at the time of the crash, but it is unknown whether that played a role, Vaughn said.

Flying was Patil’s passion, said a friend, Dr. Alok Katyal of Chesterfield.

Patil and his daughter took off from the airport in Chesterfield and were headed to the Grand Canyon in Arizona with a stop in Texas, said his cousin Dr. Virender S. Saini.

Patil’s wife, Puja, 36, who is also a doctor, was to join them but worked late Friday, Saini said. The couple’s other daughter, 9, stayed behind to camp with friends.

“Everyone is in shock,” Saini said.

“I haven’t met a better person than him,” Saini said softly as tears filled his eyes. “His door is always open for anybody, everybody. He was a good friend.”

Saini said Patil was a well-trained pilot who flew regularly.

He said Patil was adventurous and a good sportsman. He was a swimmer and enjoyed skydiving and had jumped at least 50 times.

“He was a daredevil,” he said.

Sonia enjoyed ice skating and was adventurous too, Saini said.

“She wanted to fly planes like her dad,” he said.

She also liked reading Winnie the Pooh, Saini said. Authorities said several of the books were found scattered in the crash debris.

Saini said Patil was a devoted doctor and father.

“He always spent time with his kids and family. He flew to Niagara Falls with his family and cruised to Alaska.”

Patil was an internal medicine physician who practiced throughout the St. Louis area, including at offices in Wentzville and Warrenton.

 =========

St. Louis County Police and the Federal Aviation Administration and National Transportation and Safety Board are investigating the fatal crash that claimed the life of a father and his daughter early today.

The Cirrus SR22 plane crashed about 5:10 a.m. west of Spirit of St. Louis Airport and went down along the wood lines of Howell Island between the levee, according to St. Louis County spokesman Randy Vaughn.

On board the plane was Dr. Shiv K. Patil, 41, and his 7-year-old daughter, Sonia Patil. Vaughn said Patil left Spirit at 4:50 a.m. and the plane went down shortly thereafter. Patil was traveling to Texas where he was supposed to fuel up then head to Arizona, Vaughn said. The location of where the plane crashed is not visible to the runway and is between the levee and the river, he said.

Patil’s wife and another daughter, 9, met with authorities during the notification, he said. Vaughn expressed sadness for the little girl. He said there were many Winnie the Pooh books in the large field of debris.

Heavy fog was reported in the air earlier before the crash and it was dark, he said. He said now an investigation is underway to determine how and why the crash occurred.
=============

WILDWOOD (KTVI )-Two people are dead after a small plane crashed early Saturday morning in the Chesterfield Valley. 

St. Louis County Police say it was just before 5am when the single engine aircraft, a Cirrus SR-22, crashed into the tree line just after takeoff.  Police and Monarch Fire officials describe a large “debris field” in the woods on Howell Island, which sits in the Missouri River.

Police say the victims are from St. Louis county. The pilot was a 41 year old man.  His passenger was a seven year old girl.

The National Transportation Safety Board has begun an investigation into the crash.  It will likely be some time before an official cause is given, however police point out there was some fairly thick fog in the area at the time of the takeoff.

Officers say the flight plan listed the aircraft as bound for Texas, likely for a fuel stop, before continuing on to Arizona.

It lifted off from Spirit of St. Louis airport about 4:50am.  The tree line which it hit is roughly half a mile from the end of the runway.

Joe Duever lives in the area along Eatherton Road North.  He was doing farm work when he says he heard the loud explosion.

“I went inside and asked my wife, ‘Did you hear that?’” He said.  “‘She said, I sure did.  It shook the whole house’”
===============

WILDWOOD (KMOV) St. Louis County Police say a small plane crashed in West St. Louis County killing the two people onboard. The victims are an adult male and female child, according to St. Louis County Police, Captain Randy Vaughn. The exact ages are unknown at this time.

According to the flight log, the Cirrus SR22 was scheduled to leave from the Spirit of St. Louis Airport at 4:50 a.m Saturday morning. A distress call was sent from the aircraft around 5:10 a.m.

Initial reports show the aircraft didn’t clear the tree line near the levee and crashed near North Eatherton and Wings Corporate Drive.

Emergency crews report the Cirrus SR22 was heavily damaged and there was a large debris field.

The Federal Aviation Administration has been called in to further investigate the cause of the crash.

A nearby resident said the crash shook his entire house. “It was like 200 pounds of TNT. It was one sharp concussion,” said Joe Duever.