CHI02FA025

During an instructional flight the airplane entered an inadvertent spin and subsequently impacted the terrain. The plotted aircraft radar track data showed the airplane performing a maneuver consistent with a clearing turn prior to the airplane decelerating at a constant altitude. The plotted data then shows the airplane reversing course and entering a spiraling descent. The average descent rate for the last 50.82 seconds of aircraft radar track data was 2,125 feet/minute. No anomalies were found with the accident airplane that could be associated with a pre-impact condition. Diphenhydramine (trade name Benadryl), an over-the-counter antihistamine with sedative effects, was detected in the blood of the certified flight instructor (CFI) at a level consistent with that found about 2-3 hours following ingestion of a single maximum over-the-counter dose. The effects of over-the-counter antihistamines, including diphenhydramine, was evaluated in a medical study, which concluded that a normal over-the-counter dose of diphenhydramine adversely affected performance more than a 0.1% blood alcohol concentration. The study further concluded that there was no correlation between drowsiness and impairment.

History of flight

On November 12, 2001, at 1550 central standard time, a Cessna 150M, N63262, operated by Chicago Business Air Center, Lansing, Illinois, was destroyed during an in-flight collision with the terrain following a loss of control while maneuvering near Dyer, Indiana. Visual meteorological conditions prevailed at the time of the accident. The instructional flight was operating under the provisions of 14 Code of Federal Regulations (CFR) Part 91 without a flight plan. The certified flight instructor (CFI) and his dual student were fatally injured. The local flight departed the Lansing Municipal Airport (IGQ), Lansing, Illinois, at 1538.

Aircraft radar track data was obtained from Federal Aviation Administration (FAA) Air Traffic Control. The data indicated there was a single aircraft transmitting a visual flight rules (VFR) 1200 transponder beacon code near the accident location around the time of the accident. The aircraft radar track data was plotted on a sectional chart, and the track traced back to the departure airport.

According to the radar data, the first radar return for the accident aircraft was recorded at 1538:40.94 [Time Format = hhmm:ss.ss]. The aircraft departed the IGQ runway 09 traffic pattern to the south and climbed to a pressure altitude that varied between 2,600 and 2,700 feet. At 1547:18.05, the aircraft initiated a left turn toward the east followed by a right turn back to toward the south at 1547:59.52. The aircraft continued on a southern course at a pressure altitude between 2,600 and 2,700 feet until 1549:50.39, when the aircraft changed to a northern course. The last 1200 beacon code radar return was recorded at 1549:59.55 at a pressure altitude of 2,100 feet. At 1550:17.90, the radar data began tracking a series of 7700 transponder beacon code radar returns. The last 7700 beacon code radar return was recorded at 1550:41.21 at a pressure altitude of 900 feet.

The last minute of radar track data was recorded as follows:

Time; Transponder Code; Latitude (North); Longitude (West); Pressure Altitude (Feet)

1549:41.15; 1200; 41.402540; 87.514554; 2700

1549:45.69; 1200; 41.402163; 87.514117; 2700

1549:50.39; 1200; 41.401366; 87.513983; 2700

1549:55.01; 1200; 41.402814; 87.514085; 2200

1549:59.55; 1200; 41.404776; 87.514801; 2100

1550:17.90; 7700; 41.409681; 87.515118; 1700

1550:22.74; 7700; 41.411007; 87.515145; 1600

1550:27.25; 7700; 41.411698; 87.516755; 1300

1550:31.76; 7700; 41.410786; 87.518764; 1200

1550:36.59; 7700; 41.409586; 87.518890; 1200

1550:41.21; 7700; 41.409787; 87.517581; 0900

A plot of the aircraft radar track data, along with the source data, is included with the docket material associated with this factual report.

A witness to the accident was driving north on Calumet Avenue, near the intersection of Calumet Avenue and 113th Avenue, when she witnessed an airplane "flying very low & at first glance it looked to be upside down." The witness stated that she turned to tell her child about the airplane, and when she directed her attention back to the airplane she only saw a cloud of dirt and dust rising from the cornfield. The witness reported there was "no fire, smoke, or explosion" when the airplane impacted the field. The witness stated she thought the airplane had made a "rough landing" and did not report being a witness until the day after the accident.

Another witness was working on his residence, between 1545 and 1600, when he saw an "airplane, nose-down, falling like a rock." The witness reported the airplane was "small" and at the time he thought it was a "model airplane." He reported being a witness to the accident at a later date. The witness stated the airplane was descending rapidly, unlike a normal landing approach. The witness reported that he did not hear the airplane impact the terrain or see any smoke.

A written witness statement and several memorandums of conversation are included with the docket material associated with this factual report.

The Civil Air Patrol detected an emergency locator transmitter signal and subsequently, with the assistance of local law enforcement, located the wreckage on November 13, 2001, at 0010 local time.

Personnel information

Pilot-In-Command (PIC):

The CFI was the PIC and was seated in the right cockpit position. He held a commercial pilot certificate with airplane single-engine land, airplane multiengine land, and instrument airplane ratings. The FAA issued the commercial pilot certificate on November 21, 1998. He also held a CFI certificate with airplane single-engine land and instrument airplane ratings. The most recent CFI certificate was issued on July 7, 2000.

FAA records indicate his last medical examination was completed on March 22, 2001, and that he was issued a second-class medical certificate with no restrictions or limitations.

According to the pilot's flight logbook, he had accumulated a total flight time of 1,447.4 hours, of which 1,267.0 hours were as PIC. He had accumulated 1,339.0 hours in single-engine airplanes, 105.4 hours in multiengine airplanes, and 3.1 in helicopters. Since the issuance of his initial flight instructor certificate on May 15, 2000, he had given 964.2 hours of dual instruction. He had logged 4.9 hours in the Cessna 150, all of which were as CFI. He flew 115.4 hours during the previous 3 months, including 4.0 hours in the accident airplane. He had flown 45.0 hours during the prior 30 days, of which 2.7 hours were in the accident airplane. He flew 3.9 hours during the last 24 hours, including 0.7 hours in the accident airplane.

The pilot's last flight review, as required by 14 CFR Part 61.56, was satisfied on July 7, 2000, after the successful completion of his instrument flight instructor checkride.

For the period between September 18, 1996, and November 12, 2001, the pilot logged one flight that included spin entries, spins, and spin recoveries. The flight was completed on March 18, 2000, and was flown to satisfy FAR 61.183(i), which is a requirement for the initial certified flight instructor certificate. The spin flight consisted of eight spins and was completed in a Cessna 172.

Selections from the CFI's flight logbook are included with the docket material associated with this factual report.

Dual Student:

The dual student was receiving flight instruction and was seated in the left cockpit position. The dual student did not hold any pilot certificates and had not applied for a student pilot certificate, according to FAA records. The dual student did not possess a medical certificate.

According to the dual student's flight logbook, his first recorded flight was on August 11, 2001. He received all of his flight instruction from the above-mentioned CFI. The dual student had accumulated a total flight time of 4.6 hours, all of which were dual instruction given in the accident airplane. He flew 4.0 hours during the previous 3 months, 2.7 hours during the last 30 days, and 0.7 hours during the last 24 hours.

The dual student had logged flight instruction for the following maneuvers: turns, climbs, descents, slow flight, power-off stalls, power-on stalls, and steep turns.

Selections from the dual student's flight logbook are included with the docket material associated with this factual report.

Aircraft information

The accident airplane was a Cessna 150M, serial number 15077213. The Cessna 150M is a single engine, high-wing airplane. The Cessna 150M is equipped with a fixed tricycle landing gear, electrically actuated wing flaps, and is powered by a single reciprocating engine. The fuselage and empennage are of an all-metal semimonocoque design. The wings are externally braced and have two metal fuel tanks. The airplane was equipped with dual controls and two cockpit seats. The accident airplane had a certified maximum takeoff weight of 1,600