NYC02FA089

The airplane was maneuvering about 5,000 feet above the ground when it entered a right, flat spin. It continued the spin to the ground, without deployment of the onboard parachute recovery system. Examination of the wreckage, and a subsequent examination of the engine revealed no mechanical anomalies. The two accident pilots purchased the airplane 6 days before the accident, and had separately received airplane-specific training. The accident flight was their first flight together. The pilot in command, and the pilot at the controls leading up to, and during the accident sequence could not be determined. The pilot's operating handbook stated that the only approved and demonstrated method for spin recovery was the deployment of the parachute recovery system.

History of flight

On April 24, 2002, at 1906 eastern daylight time, a Cirrus SR-22, N837CD, was destroyed when it impacted terrain in Parish, New York. The two certificated private pilots were fatally injured. Visual meteorological conditions prevailed at the time of the accident. No flight plan was on file for the flight, which originated at Syracuse Hancock International Airport (SYR), Syracuse, New York, and was destined for Greater Rochester International Airport (ROC), Rochester, New York. The personal flight was conducted under 14 CFR Part 91.

The two pilots were co-owners of the airplane, which, according to the manufacturer's records, was delivered on April 18, 2002. A brother of one of the pilots reported that they had intended on flying to Rochester to show the airplane to a friend.

During an initial radio call to Syracuse Clearance Delivery, at 1821, one of the pilots stated that they would depart VFR for Oswego County Airport (FZY), Fulton, New York, at 5,500 feet. The crew was given an altitude restriction of 2,000 feet within 5 miles of Syracuse International, the departure frequency, and a transponder code of 4626.

At 1822, one of the pilots contacted Syracuse Ground Control. He requested, and was cleared for, taxi to runway 10.

At 1829, one of the pilots contacted Syracuse Local Control (tower), and requested takeoff clearance. He was then cleared for takeoff.

At 1830, the crew was advised to turn left, to a heading of 360, and contact departure control, which was acknowledged.

One of the pilots then contacted Syracuse Departure Control, and stated that they were passing through 1,200 feet. The departure controller advised the pilot that he was in radar contact, to proceed on course, and to climb to 5,500 feet, which the pilot acknowledged.

At 1836, the controller asked if they were still going to make a VFR practice approach into Oswego County. One of the pilots answered to the affirmative, that they were going to do a practice GPS RWY 24 approach. The pilot and the controller then discussed whether or not to cancel VFR flight following. The pilot requested cancellation, which the controller acknowledged. The controller then advised the pilot to set 1200 as a transponder code, and approved a change of radio frequency.

There were no additional transmissions recorded from the accident airplane.

A radar track confirmed that the airplane proceeded to Oswego County Airport.

A flight instructor, who was on the ground at Oswego County, watching his student pilot conduct a solo traffic pattern flight, reported seeing a Cirrus, "Charlie Delta" touch down on runway 06 about 1840. He recognized the airplane as being a new hangar tenant at the FBO where he worked. The flight instructor knew that there were two owners, but did not notice who was flying or how many people were on board the airplane.

The airplane touched down in the first 1,000 feet of runway. The flight instructor observed all three wheels on the ground, then heard a sudden application of power. Rotation occurred quickly, and the airplane made a steep climb. The climb was "well underway" by the time the airplane reached the intersection of runway 15/33, (about 2,000 feet from the approach end of the runway). The airplane reached pattern altitude by the end of runway 06, and pitched forward "abruptly" to arrest the climb, while simultaneously entering the left crosswind. Power appeared to be reduced as the pitch angle was decreased.

The flight instructor lost sight of the Cirrus in the crosswind. He turned his attention to the final approach area, and shortly thereafter observed his student making a full stop landing. As the student was taxiing the airplane to the ramp, the flight instructor saw the Cirrus on final. "The plane made another well-stabilized approach and smooth touchdown. Again there was a sharp application of power, another steep climbout, a quick transition to level flight at pattern altitude, and a simultaneous left crosswind turn."

The flight instructor did not see the airplane return to the airport.

Radar data indicated that a target departed Oswego Airport, and climbed to 5,500 feet, then headed southeast, toward the accident area, maintaining between 5,200 feet and 5,700 feet. En route, it made a left, 90-degree turn, followed by a right 90-degree turn. It then continued southeast, and made a right, approximately 360-degree turn, followed by a left 360-degree turn. The target then continued the left turn, until it was transiting east-southeast, and making smaller left and right turns, until it reached the airspace over the accident site.

Target altitude readouts in the vicinity of the accident site included: 5,600 feet at 1906:14; 5,700 feet at 1906:23; 5,300 feet at 1906:28; 4,400 feet at 1906:32; 3,800 feet at 1906:37; and 3,200 feet at 1906:42.

A witness to the accident was outside his home, about 1/2 mile to the north. The witness was accustomed to airplanes performing maneuvers in the area due to its sparse population. He saw the airplane, and noticed that the pilot would "cut the engine," then descend the airplane, and pull up, recovering with full power. The airplane performed the maneuvers for about 5 minutes, and the witness saw the maneuver repeated "three or four times." The witness stated that he was fairly sure the airplane "probably did a turn" at the end of the pull-ups, but he wasn't sure which direction the airplane may have turned.

After the airplane completed its last pull-up, the witness noticed that it entered another dive. The airplane "suddenly went into a spiral and he went straight down. He seemed to keep a constant speed on his descent and it looked like he was in slow motion spinning. He continued nose down to the tree line and continued straight down to the ground. I did not hear his engine on at all once he went into the spiral. I did not think he had an engine problem and was intentionally cutting the power of his plane and then giving it full power on the climbout."

A second witness was also outside his home, about 1 mile west-northwest of the airplane. When he saw the airplane, it was traveling in an easterly direction. The airplane was "pretty small" and had "plenty of altitude." The airplane "peeled off to the left," and the witness "remembered seeing the bottom of the aircraft." The airplane passed through about 180 degrees of turn, then leveled off, "and right after it came back to level flight it stalled." The airplane "went into a nose dive spin and then a flat spin into the ground." It "tumbled in a downward spiral, which turned into a flat spin because it was basically flat, spinning on its own axis, slightly nose down, like a turning top." The witness believed the engine was running the entire time, and expected the pilot to add power to pull up. He did not hear any sputtering from the engine.

A third witness, who observed the airplane with the second witness, noted that the airplane "rolled over once and then twisted, which looked to be intentional. Suddenly, the plane began doing a nose spin, which turned into a flat spin. It appeared as though the pilot lost control of the plane."

A fourth witness heard a "strange plane noise. It sounded like 'wah, wah, wah." He looked up to see the airplane "spiraling nose first, straight towards the ground." As it was descending, he heard "a couple of 'pop' 'pop' noises."

The accident occurred during the hours of daylight, and the accident site was located at 43 degrees, 21.86 minutes north latitude, and 76 degrees, 02.25 minutes west longitude.

Personnel information

One of the pilots held a private pilot certificate, with ratings for single engine and multi-engine land airplanes, and instrument airplane. He was also an Aviation Medical Examiner. His latest Federal Aviation Administration (FAA) second class medical certificate was date