History of Flight
On October 3, 2012, at 1116 central daylight time, a Cirrus SR22, N308PJ, operated by a commercial pilot, collided with terrain while executing an instrument approach at Gary/Chicago International Airport (GYY), Gary, Indiana. The flight originated from Smyrna Airport (MQY), Smyrna, Tennessee, at 0925. Instrument meteorological conditions prevailed and an IFR flight plan was filed. The pilot first contacted approach control about 35 miles southeast of GYY while descending to 4,000 feet msl. After receiving vectors to 3,000 feet msl, N308PJ was cleared for the RNAV/GPS Y approach to runway 30. At the point of the first clearance, the aircraft was inside the final approach fix (FAF) and 1,000 feet above the recommended FAF altitude. The pilot acknowledged the clearance and a frequency change, but no further transmissions were recorded. Radar returns showed a descent, then a left descending turn away from course. The last radar return indicated 1,700 feet msl about one mile southeast of runway 30.
Personnel Information
The pilot, age 48, held a commercial pilot certificate with single-engine land, sea, and instrument ratings. He was issued a FAA Class 2 medical certificate on May 18, 2012, requiring corrective lenses. At that time, he reported 1,100 total flight hours, with 50 in the last six months, and an insurance application stated 650 hours in the accident make and model. A certified flight instructor noted the pilot often struggled with instrument proficiency.
Aircraft Information
The 2007 Cirrus SR22, N308PJ, registered to Gandy Air LLC, had a standard airworthiness certificate issued August 8, 2007. It was powered by a Continental IO-550-N46B engine. The last annual inspection was September 17, 2012, at 566.4 total aircraft hours.
Meteorological Information
At 1140, GYY reported: wind variable at 6 knots, visibility 5 miles, ceiling 900 feet overcast, temperature 17°C, dew point 13°C, altimeter 29.97 inHg.
Airport Information
The accident occurred about one mile from the approach end of runway 30 at Gary/Chicago International Airport.
Wreckage and Impact Information
The accident site was in a wooded area one mile from the approach end centerline. Debris scattered from an impact crater on a 164° heading, extending about 100 feet long and 65 feet wide. Broken tree limbs indicated a 52° descent angle. The airplane was fragmented and mostly consumed by fire. Control cable continuity was confirmed for elevator and rudder; aileron cables were fractured. The Cirrus Airframe Parachute System (CAPS) parachute was found 60 feet from the crater, partially packed with thermal damage. The rocket motor was expended, and the incremental bridle had not unzipped. The activation handle was out of its holder with 93 inches of cable extended; the safety pin was not observed. The CAPS enclosure cover exhibited impact and fire damage. Evidence suggested CAPS deployment due to ground impact. Engine examination revealed no pre-impact anomalies.
Additional Information
The air traffic controller reported that while vectoring N308PJ, he observed two aircraft becoming a conflict and a conflict alert alarm sounded, distracting him. He stated that if not for the conflict, he would have given better approach services.
Medical and Pathological Information
An autopsy on October 5, 2012, determined the pilot's cause of death as blunt force injuries. Toxicology indicated past use of cocaine and hydrocodone. FAA tests found no ethanol but trace amounts of tetrahydrocannabinol in lung and its metabolite in lung and liver.
Tests and Research
The primary flight display (PFD) and autopilot unit were recovered. The autopilot was destroyed by fire. Data from the PFD showed the flight profile: departure, cruise at 10,000 feet, descent with GPS steering and altitude hold modes. At 1114:07, autopilot switched to approach mode. At 1115:25, inside the FAF at 3,000 feet, the autopilot disconnected after a 'TRIMMING' indication. After disconnection, the airplane descended at up to 5,000 ft/min, rolled left, pitched down, then reversed. Enhanced GPWS warnings likely triggered. The airplane then pitched up to 15° nose up, then rolled right and pitched down to over 85° nose low and 170° of right roll. Below 900 feet, a rapid recovery attempt resulted in over 4.5 Gs. The last recorded data showed 48° nose down at about 7,000 ft/min descent.