Pilot And Passenger Fatally Injured In Illinois Accident
The NTSB preliminary report from an accident in Crystal Lake, IL
on the Saturday after Thanksgiving tells a tale that is
unfortunately all too familiar. The VFR-rated pilot of a Cirrus
SR20 who did not want to "get stuck all day" due to weather
continued his flight in IFR conditions. While no probable cause has
been established for the accident, the outcome of those
circumstances is often predictable.
SR20 File Photo
NTSB Identification: CEN12FA083
14 CFR Part 91: General Aviation
Accident occurred Saturday, November 26, 2011 in Crystal Lake,
IL
Aircraft: CIRRUS DESIGN CORP SR20, registration: N223CD
Injuries: 4 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.
On November 26, 2011, about 1025 central standard time, a Cirrus
Design SR20, N223CD, impacted a tree and terrain near Crystal Lake,
Illinois. The pilot and three passengers were fatally injured. The
airplane was substantially damaged. The aircraft was registered to
Marion Pilots Club and operated by the pilot under the provisions
of 14 Code of Federal Regulations Part 91 as personal flight, which
was not operated on a flight plan. Instrument meteorological
conditions prevailed in the vicinity of the accident site. The
flight originated from Marion Regional Airport (MZZ), Marion,
Indiana about 0830. The intended destination was DuPage Airport
(DPA), West Chicago, Illinois.
At 0958, the pilot contacted DPA Air Traffic Control Tower
(ATCT) and inquired about landing at DPA. The controller advised
the pilot that the airport was under instrument flight rules.
However, the flight inadvertently flew over the airport. The pilot
reversed course in an attempt to return to the airport but lost
sight of it. He subsequently informed the controller that he was
not sure if he wanted to land at DPA because he did not want to
"get in there and get stuck all day" due to the weather. The
controller noted that Chicago Executive Airport (PWK), located
about 20 miles northeast of DPA, was reporting visual flight rules
(VFR) conditions. The pilot subsequently informed the controller
that the flight was "in and out of the clouds right now." When the
controller asked the pilot if he was instrument flight rules (IFR)
qualified, the pilot replied that he was in "IFR training and I've
let this get around me."
About 1012, the flight was transferred to the Chicago Terminal
Radar Approach Control (TRACON) facility. The Chicago TRACON
controller also provided weather conditions at airports in the
vicinity of the accident flight. The pilot initially advised the
controller that he would proceed to PWK, which the closest airport
reporting VFR weather conditions at the time. However, the pilot
later advised the controller that he was no longer inbound to PWK.
He commented that he didn't want to "mess with the weather" and
didn't want to "get stuck in here." The controller subsequently
approved a frequency change and the pilot acknowledged that
transmission. No further communications were received from the
accident flight.
A witness located within 1/2 mile of the accident site reported
hearing an airplane in the area; however, he was not able to see it
because of the cloud cover. He noted that it sounded like the
airplane was doing aerobatics, with the airplane climbing and
descending. Less than 1 minute later, he observed the airplane
south of his location in an approximate 70-degree nose down
attitude. The airplane subsequently impacted the ground. He noted a
faint fuel smell shortly after the accident when he responded to
the site. It was misty, with a light rain at the time of the
accident.
The airplane impacted a tree and an open agricultural field
about 4 miles north-northwest of Lake in the Hills Airport (3CK).
Multiple tree limbs up to about 4 inches in diameter exhibiting
fresh breaks were distributed over an approximate 45-foot by
45-foot area immediately north of the tree. The wreckage path was
oriented on a bearing of approximately 009 degrees magnetic. The
debris field was about 400 feet long by 75 feet wide originating at
the tree bordering the field. The main wreckage came to rest
approximately 97 feet north of the tree. The main wreckage
consisted of the fuselage, right wing, and horizontal stabilizer.
The remaining airframe components, including all control surfaces,
were located within the debris field. The engine and propeller had
separated from the airframe and were each located 155 feet and 131
feet north of the main wreckage, respectively.
Weather conditions recorded at DPA, located about 22 miles south
of the accident site, at 1029, included overcast clouds at 900 feet
above ground level, 1-3/4 miles visibility in light rain and mist,
and wind from 170 degrees at 11 knots.
The pilot held a private pilot certificate with a single-engine
land airplane rating issued on April 22, 2010. Federal Aviation
Administration (FAA) records indicated that the pilot did not hold
an instrument rating. He was issued a third-class airman medical
certificate, with a restriction for corrective lenses, on June 28,
2011. Prior to the accident, the pilot had logged about 205 hours
total flight time, with approximately 114 hours flight time in the
accident airplane. The accident flight was approximately 2 hours in
duration. The pilot's logbook included a high performance airplane
endorsement.
The accident airplane was a Cirrus Design model SR20, serial
number 1110. The airplane was powered by a 210-horsepower
Continental Motors IO-360-ES six-cylinder, reciprocating engine,
serial number 827771-R. At the time of the accident, the airplane
had accumulated about 1,758 hours total time in-service. The engine
was installed on the airframe in December 2008 and had accumulated
about 459 hours since new. According to the airplane maintenance
records, the most recent annual inspection was completed on April
5, 2011.