History of Flight
On November 26, 2011, at 1026 central standard time, a Cirrus Design SR20, registration N223CD, was substantially damaged when it collided with a tree and terrain near Crystal Lake, Illinois. The private pilot and three passengers were fatally injured. The aircraft was registered to Marion Pilots Club and operated by the pilot under 14 CFR Part 91 without a flight plan. Instrument meteorological conditions prevailed in the vicinity. The personal flight originated from Marion Regional Airport (MZZ), Marion, Indiana, about 0830, with an intended destination of DuPage Airport (DPA), West Chicago, Illinois.
The line service representative at MZZ reported that the airplane was fully fueled prior to departure. The pilot informed him that they were going to Chicago and commented that he was aware of the weather west of Chicago and that conditions were forecast to be VFR at their estimated time of arrival.
Radar track data depicted the airplane on a 1200 (VFR) transponder code approaching DPA from the southeast. At 0942, the airplane was located 3 miles east of the Chicago Heights VOR at 2,400 feet msl. It maintained a northwest course until about 0957, then turned right to a north course. At 0958, the pilot contacted DPA Tower and inquired about landing; the controller advised that the airport was under IFR. The pilot stated he inadvertently flew over the airport. The controller authorized a reverse course and landing. However, at 1002, the pilot reported losing sight of the airport. The controller provided a heading.
At 1004, the pilot asked about another airport with better visibility, noting he was “in and out of the clouds.” The controller suggested Chicago Executive Airport (PWK), which reported VFR. The pilot subsequently said he was in “IFR training and I've let this get around me.” At 1012, Chicago TRACON contacted the pilot and provided weather information. At 1015, the pilot decided to proceed to PWK, but at 1022, he stated he did not “want to mess with the weather” and was getting out. The controller approved a frequency change. No further communications were received.
At 1021, the airplane was northbound at 1,800 feet msl. The radar track showed a series of turns, with the aircraft changing course multiple times. The final radar data point at 1026:22 placed the aircraft about 0.4 miles northwest of the accident site.
A witness within 1/2 mile heard an airplane sounding like aerobatics, but could not see it due to cloud cover. Less than a minute later, he observed the airplane in an approximate 70-degree nose-down attitude before impact. He noted a faint fuel smell and reported misty conditions with light rain. A second witness also heard aerobatic sounds and saw the airplane exit clouds in a 60- to 70-degree nose-down attitude, estimating visibility at 1/2 mile in light rain and mist.
Personnel Information
The pilot held a private pilot certificate with a single-engine land airplane rating issued April 22, 2010. He did not hold an instrument rating. He held a third-class medical certificate with a corrective lenses restriction, issued June 28, 2011.
The pilot had logged about 207 hours total flight time, approximately 114 hours in the accident airplane. His logbook showed a high-performance endorsement and met the flight review requirement. He had logged 153.7 hours as pilot-in-command and 78.7 hours as dual instruction received. Of the 153.7 hours, 42.0 hours were logged as both PIC and dual received, but 38.1 of those hours were not endorsed by a flight instructor as required. He had logged 3.1 hours of simulated instrument flight and 28.6 hours of actual instrument flight, but for each actual instrument flight, the time entered equaled the total flight time, which regulations permit only when controlling solely by reference to instruments.
Aircraft Information
The accident airplane was a Cirrus Design SR20, serial number 1110, a four-place, low-wing, single-engine airplane with tricycle landing gear. It was issued a standard airworthiness certificate on December 30, 2000. It was powered by a 210-horsepower Continental Motors IO-360-ES engine. The airframe had 1,758.7 hours total time in service; the engine had 459.8 hours since new. The most recent annual inspection was completed April 5, 2011, at 1,604.4 hours. The most recent maintenance on November 21, 2011, included spark plug replacement, fuel injector cleaning, and main landing gear tire and brake pad replacement.
Meteorological Information
Surface analysis at 0900 showed a low pressure system over Wisconsin with an occluded front extending into a cold front across eastern Iowa and Missouri. The weather depiction chart at 1000 showed extensive IFR conditions over northern Illinois.
DPA surface observations indicated marginal VFR conditions until about 0952, then IFR conditions. At 1029, DPA reported wind from 170 degrees at 11 knots, visibility 1-3/4 miles in light rain and mist, overcast ceiling at 900 feet agl. At 1024, PWK reported wind from 200 degrees at 12 knots, visibility 7 miles in light rain, overcast at 1,300 feet agl. An AIRMET Sierra advisory for possible IFR conditions was valid at the time. The DPA Terminal Area Forecast had been amended to expect ceilings of 800 feet overcast and visibility 5 miles in light rain, drizzle, and mist at 1000. There was no record that the pilot obtained a preflight weather briefing.
Wreckage and Impact Information
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 with fresh breaks were distributed over a 45-foot by 45-foot area. The wreckage path was oriented approximately 009 degrees magnetic over 400 feet long by 85 feet wide. The main wreckage came to rest 97 feet north of the tree. The engine separated and came to rest inverted 155 feet from the main wreckage. The propeller assembly separated aft of the flange and came to rest 131 feet from the main wreckage. The vertical stabilizer with rudder separated and came to rest 30 feet north of the main wreckage.
The main wreckage comprised the fuselage, right wing, and horizontal stabilizer; the cabin was compromised. The right wing separated; the left wing was fragmented. The left aileron separated and came to rest 275 feet north. Postaccident examinations revealed no anomalies consistent with a preimpact failure or malfunction.
Medical and Pathological Information
An autopsy performed by the McHenry County Coroner's Office attributed the pilot's death to injuries received in the accident. Toxicology testing by the FAA Civil Aerospace Medical Institute was negative for all substances in the screening profile.
Additional Information
Review of radar track data indicated the flight operated in Class E airspace except near DPA, where it was in Class D. Regulations require VFR aircraft to remain at least 500 feet below and 2,000 feet horizontally from clouds with 3 miles visibility in Class D and E. For takeoff or landing in Class D under VFR, ceiling must be at least 1,000 feet agl and visibility at least 3 miles. Special VFR may be requested by the pilot, requiring at least 1 mile visibility and clear of clouds. FAA procedures allow controllers to authorize special VFR but not to suggest it. A ticket for an Indianapolis Colts football game valid for Sunday, November 27, 2011, was found in the debris.