This is preliminary information, subject to change, and may contain errors. Any errors in this writing will be corrected when/if the NTSB preliminary report is released.
https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N313DG
- History of Flight:
On November 3, 2026, at about 1412 local time, a Cirrus SR22 G2, N313DG, registered to 3DG Aviation LLC out of Louisville, Kentucky, was destroyed when it impacted wooded terrain near Lee C. Fine Memorial Airport (AIZ/KAIZ), Kaiser/Lake Ozark, Missouri. The airline transport pilot and one passenger were fatally injured. The personal flight was originating at the time and was presumably destined to Dwight D. Eisenhower National Airport (ICT/KICT), Wichita, Kansas.
According to the FAA, the airplane crashed in the Ozarks State Park during its initial climb and a post crash fire ensued.
A review of flight-tracking history shows that the airplane was frequently flying on short cross-country trips. On November 2, at 0628, the airplane departed Ellington Airport (LUG/KLUG) Lewisburg, Tennessee, on a flight to Clark Regional Airport (JVY/KJVY), Jeffersonville, Indiana. The following day, at 1101 (EST), the airplane departed KJVY with an intended destination of Dwight D. Eisenhower National Airport (ICT/KICT), Wichita, Kansas. The airplane was cruising at 6,000 ft when at 11:38 LT (CST), it turned north to avoid weather activity along the path of the flight. The pilot subsequently diverted to and landed at KAIZ at 1257 (CST).
The accident flight was not tracked on commercially available websites. However, Flightaware transmitted a single data point a few hundred feet from the departure end of runway 22, the data point was recorded at 1409:12, the airplane was at 1,400 ft, 65 knots groundspeed, without a known vertical rate. The FAA reported the accident time as 1412 LT.
- Pilot Information:
The pilot, aged 52, held an airline transport pilot certificate with an airplane multi engine land rating and commercial privileges for airplane single engine land aircraft. The pilot also held a flight instructor (expired 1999) certificate and a flight engineer certificate. The pilot's first class FAA medical was issued on September 2026 with a note that he must use corrective lens(es) to meet vision standards at all required distances.
The pilot held the following type ratings: Airbus A310, ATR-42, ATR-72, Boeing 737, Boeing 747-4, Boeing 757, Boeing 767, Beechcraft 1900 (SIC), Emb-145, and the IA-JET.
- Wreckage and Impact Information:
The airplane came to rest in a wooded area south of the airport and was consumed by post crash fire. Burnt remnants of both wings and tail were observed in the main wreckage. There was no apparent impact path leading to the main wreckage.
The main wreckage came to rest next to three tall trees, which remained intact and undisturbed, However, the trees did sustained fire damage to the lower trunk.
Given the lack of an impact path, the lack of disturbed trees, and the fact that the main wreckage consisted of all four corners of the airplane, the impact appears consistent with a low altitude aerodynamic stall/spin.
- Airplane Information:
The accident aircraft, serial number 1592, was manufactured in 2005. It was a four-seat low-wing monoplane aircraft of composite construction. It was powered by a 310 HP Continental IO-550 engine driving a three-bladed Hartzell constant speed governor-regulated propeller. The airplane was IFR capable and did not have any known damage history.
According to section 3 of the Pilot Operating Handbook (POH), In-Flight Emergencies:
Engine Failure On Takeoff (Low Altitude)
If the engine fails immediately after becoming airborne, abort on the runway if possible. If altitude precludes a runway stop but is not sufficient to restart the engine, lower the nose to maintain airspeed and establish a glide attitude. In most cases, the landing should be made straight ahead, turning only to avoid obstructions. After establishing a glide for landing, perform as many of the checklist items as time permits.
• WARNING •
If a turn back to the runway is elected, be very careful not to stall the airplane.
- 1. Best Glide or Landing Speed (as appropriate) .......... ESTABLISH
- 2. Mixture ..............................................................................CUTOFF
- 3. Fuel Selector............................................................................OFF
- 4. Ignition Switch..........................................................................OFF
- 5. Flaps ...................................................................... AS REQUIRED If time permits:
- 6. Power Lever ............................................................................ IDLE
- 7. Fuel Pump ...............................................................................OFF
- 8. Bat-Alt Master Switches...........................................................OFF
- 9. Seat Belts ..................................................... ENSURE SECURED
- 1. CAPS ................................................................................. Activate
According to section 4, "Normal Procedures:"
Stalls
SR22 stall characteristics are conventional. Power-off stalls may be accompanied by a slight nose bobbing if full aft stick is held. Power-on stalls are marked by a high sink rate at full aft stick. Power-off stall speeds at maximum weight for both forward and aft C.G. positions are presented in Section 5 - Performance Data.
When practicing stalls at altitude, as the airspeed is slowly reduced, you will notice a slight airframe buffet and hear the stall speed warning horn sound between 5 and 10 knots before the stall. Normally, the stall is marked by a gentle nose drop and the wings can easily be held level or in the bank with coordinated use of the ailerons and rudder. Upon stall warning in flight, recovery is accomplished by immediately by reducing back pressure to maintain safe airspeed, adding power if necessary and rolling wings level with coordinated use of the controls.
• WARNING •
Extreme care must be taken to avoid uncoordinated, accelerated or abused control inputs when close to the stall, especially when close to the ground.
According to section 10 of the Pilot Operating Handbook (POH):
"Cirrus Airframe Parachute System (CAPS) The Cirrus Airframe Parachute System (CAPS) is designed to lower the aircraft and its passengers to the ground in the event of a life-threatening emergency. CAPS deployment is likely to result in damage to the airframe and, possible injury to aircraft occupants, its use should not be taken lightly. Instead, possible CAPS activation scenarios should be well thought out and mentally practiced by every Cirrus pilot. Pilots who regularly conduct CAPS training and think about using CAPS will often have a higher probability of deploying CAPS when necessary.
The following discussion is meant to guide your thinking about CAPS activation. Cirrus also recommends that pilots discuss CAPS deployment scenarios with instructors as well as fellow pilots through forums such as the Cirrus Owners and Pilots Association. In the event of a spin or loss of aircraft control, immediate CAPS activation is required. (See Section 3) In other situations, CAPS activation is at the informed discretion of the pilot in command. The following discussion is intended to be informative, not directive. It is the responsibility of you, the pilot, to determine when and how the CAPS will be used. It is important to understand, however, that numerous fatalities that have occurred in Cirrus aircraft accidents likely could have been avoided if pilots had made the timely decision to deploy CAPS. It is also important to note that CAPS has been activated by pilots at speeds in excess of 180 knots on multiple occasions with successful outcomes. While the best speed to activate CAPS is below 140 knots indicated airspeed, a timely activation is most important for loss of control situations."
Landing Required in Terrain not Permitting a Safe Landing
"If a forced landing on an unprepared surface is required CAPS activation is recommended unless the pilot in command concludes there is a high likelihood that a safe landing can be accomplished. If a condition requiring a forced landing occurs over rough or mountainous terrain, over water out of gliding distance to land, over widespread ground fog or at night, CAPS activation is strongly recommended. Numerous fatalities that have occurred in Cirrus aircraft accidents likely could have been avoided if pilots had made the timely decision to deploy CAPS.
While attempting to glide to an airfield to perform a power off landing, the pilot must be continuously aware of altitude and ability to successfully perform the landing. Pilot must make the determination by 2000' AGL if the landing is assured or if CAPS will be required."
General Deployment Information Deployment Speed
"The maximum speed at which deployment has been demonstrated is 140 KIAS. Deployment at higher speeds could subject the parachute and aircraft to excessive loads that could result in structural failure. Once a decision has been made to deploy the CAPS, make all reasonable efforts to slow to the minimum possible airspeed. However, if time and altitude are critical, and/or ground impact is imminent, the CAPS should be activated regardless of airspeed. Deployment Altitude No minimum altitude for deployment has been set. This is because the actual altitude loss during a particular deployment depends upon the airplane's airspeed, altitude and attitude at deployment as well as other environmental factors. In all cases, however, the chances of a successful deployment increase with altitude. In the event of a spin, immediate CAPS activation is mandatory regardless of altitude. In other situations, the pilot in command may elect to troubleshoot a mechanical problem or attempt to descend out of icing conditions if altitude and flight conditions permit. As a data point, altitude loss from level flight deployments has been demonstrated at less than 400 feet. Deployment at such a low altitude leaves little or no time for the aircraft to stabilize under the canopy or for the cabin to be secured. A low altitude deployment increases the risk of injury or death and should be avoided. If circumstances permit, it is advisable to activate the CAPS at or above 2,000 feet AGL.
While CAPS activation above 2,000 feet is not necessarily safer than activation at 2,000 feet in terms of the altitude needed to deploy the parachute and slow the descent of the aircraft, there are other risks associated with delaying deployment. Distraction, deterioration in flight conditions, aircraft damage, pilot injury or incapacitation all could take place above 2,000 feet and prevent a timely deployment.
At any altitude, once the CAPS is determined to be the only alternative available for saving the aircraft occupants, deploy the system without delay."
- Airport Information:
Lee C Fine Memorial Airport is a non-towered public airport located 3 miles southeast of Lake Ozark. The airport field elevation was 869 ft. The airport features a single asphalt/aggregate friction seal coat runway 4/22 which is 6497 ft long and 100 ft wide.
- Weather:
(1) Brief:
At 1356, the airport was reporting winds 180 at 12 knots, gusting 19 knots, 10 miles visibility, few clouds at 1,600 ft AGL, a scattered cloud layer at 2,100 ft AGL and 4,900 ft AGL, and an altimeter setting of 29.70 inches of mercury.
At 1456, the airport was reporting winds 190 at 12 knots, gusting 18 knots, 10 miles visibility, a broken cloud layer at 2,900 ft AGL and 3,700 ft AGL, an overcast ceiling at 4,400 ft AGL, and an altimeter setting of 29.69 inches of mercury.
Review of weather conditions at the time showed the presence of marginal VFR conditions, broken ceilings and very light turbulence in Lake Ozark with the addition of likely rain showers and isolated thunderstorms east of the accident site. The maximum surface windspeed was reported from 200° at 10 kt gusting to 21 knots.
Note that at the time of the accident, there was an active convective SIGMET and a G-AIRMET east of the accident site for thunderstorms, severe turbulence, icing, hail and possible lightning, but they were active with high altitude bases, and likely did not effect the area of the accident.
(3) Figures:
(3) METARs:
METAR KAIZ 031956Z AUTO 18012G19KT 10SM FEW016 SCT021 SCT049 A2970 RMK AO2 SLPNO FZRANO $
METAR KAIZ 032056Z AUTO 19012G18KT 10SM BKN029 BKN037 OVC044 A2969 RMK AO2 SLPNO 60001 57006 FZRANO $
(4) Area Forecast Discussion:
442 FXUS63 KSGF 031745 AFDSGF Area Forecast Discussion National Weather Service Springfield MO 1145 AM CST Tue Nov 3 2026 .KEY MESSAGES... - 15-25 mph winds with gusts up to 35 mph will persist into this evening. - Marginal (1 of 5) Risk for damaging winds and brief tornadoes along and east of Highway 65 today. Line of showers and thunderstorms will be out of the area around 6 PM. - Drizzle may occur this afternoon/evening on the backside of the main line of showers and thunderstorms. - Rain chances return Thursday (40-60%) with dry weather expected this weekend. && .SHORT TERM /THROUGH WEDNESDAY/... Issued at 250 AM CST Tue Nov 3 2026 Rain has begun to move in over SE KS/SW MO early this morning. There is still a tornado watch in effect until 3 AM for this area. However, this convection has been underwhelming and so far hasn`t reached its potential over our area. The lack of instability may have been one of the factors that limited the severe potential. There were moments over in NE OK that all the elements lined up perfectly, and a few tornado warnings were issued. Models aren`t handling the current set up well, but we can`t completely rule out a quick spin-up as this line continues its way northeast. As far as damaging winds, we haven`t seen winds more than 40-50 mph from this activity. Overall, the widespread severe threat hasn`t materialized, but we will see beneficial rainfall of around 1-2 inches across the area. Southeasterly winds have remained gusty near 35 mph and will remain elevated through this evening. Wind direction will change throughout the day with winds turning southwesterly by late morning and northwesterly later this evening. This line of showers and thunderstorms will continue to push east through the night and into Tuesday. As the line continues to push east through the day, we`ll still need to monitor for the threat of severe weather especially this afternoon. If destabilization can occur this afternoon east of Highway 65, damaging wind gusts up to 60 mph and a brief, spin-up tornado or two are possible. There is a Marginal risk (1/5) for severe weather over that area to account for this possibility. The eastern Ozarks will have a similar environment to what we`ve seen tonight with wind shear overachieving and instability lacking. There will also be some dry air in the mid-levels that starts to creep into the area from west to east following this line. Severe weather may also be limited if cloud cover ahead of the line limits destabilization later this afternoon. The chance for severe weather is more conditional today. Skies will remain partly to mostly cloudy today with highs reaching the upper 60s to lower 70s. There is a chance for drizzle this afternoon/evening on the backside of the main line of showers and thunderstorms. There will be some leftover upward omega available as long as the moisture is there. If drizzle does occur, it may lower visibilities during the evening commute if it becomes heavy enough. Northwesterly winds will continue to diminish overnight with clouds beginning to thin out. Lows tonight will be a bit cooler in the mid 40s as that cold air advection and drier air starts to filter in. && .LONG TERM /WEDNESDAY NIGHT THROUGH MONDAY/... Issued at 250 AM CST Tue Nov 3 2026 The low pressure system that moves through at the beginning of the week will drop our temperatures, but only by about 10 degrees. Though, it will bring them closer to average for this time of year with highs in the 60s and lows in the 40s for the rest of the week. Cloud cover starts to dissipate on Wednesday and skies remain partly cloudy to mostly sunny into the weekend. Rain chances have returned back into the forecast this Thursday as another low pressure system moves through. Model guidance has struggled with these rain chances, but we`ll take the rain if we can get it. Rain chances are 40-60% through the day Thursday with the higher chances occurring over the western CWA. Surface high pressure moves back in for the weekend. Dry weather is expected and patchy fog may occur if lows can dip into the 30s this weekend. && .AVIATION /18Z TAFS THROUGH 18Z WEDNESDAY/... Issued at 1145 AM CST Tue Nov 3 2026 A band of showers is currently exiting east of the TAF sites. Behind the showers, there is a narrow dry slot producing mostly clear skies over SGF and BBG. West of this slot, MVFR cigs are moving into JLN. This cloud deck will then move into SGF and BBG by 20-00Z. Some drizzle or light showers may accompany these conditions, which may drop visibilities at times, but otherwise, cigs are expected to be MVFR with a 30-40% chance of IFR cigs at times. Once in place, these cigs are expected to hold through much of the 18Z TAF period, slightly clearing towards the end. Winds within the dry/clear slow will be slightly more gusty with gusts up to 25-35 kts. Once cloud cover increased, winds should diminish and turn westerly at 10-15 kts with gusts up to 20-25 kts at times. && .SGF WATCHES/WARNINGS/ADVISORIES... KS...None. MO...None. && $$ SHORT TERM...Soria LONG TERM...Soria AVIATION...Price
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