Plane crash map Find crash sites, wreckage and more

N212YA accident description

Go to the Illinois map...
Go to the Illinois list...

Tail numberN212YA
Accident dateSeptember 03, 2007
Aircraft typeYakovlev Yak 52
LocationLake-In-Hills, IL
Near 42.206944 N, -88.323056 W
Additional details: None

NTSB description

HISTORY OF FLIGHT

On September 3, 2007, at 1358 central daylight time, a Yakovlev Yak 52, N212YA, collided with the terrain shortly after takeoff from runway 26 (3,058 feet by 50 feet) at the Lake-in-the-Hills Airport (3CK), Lake-in-the-Hills, Illinois. Both the airline transport pilot (ATP)/certified flight instructor (CFI) and the private pilot on board were fatally injured. The airplane was substantially damaged. The local flight was operating under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. Visual meteorological conditions prevailed and no flight plan was filed. The flight originated just prior to the accident.

The purpose of the flight was for the ATP/CFI to give a biennial flight review to the private pilot.

Several individuals witnessed the accident. One witness reported that the airplane took off and rapidly gained altitude prior to entering a left bank and descending to the terrain. A second witness reported seeing the airplane climb over the trees prior to it entering a "violent" left turn. This witness reported the engine "gave out" and the airplane descended. This same witness reported that fuel was leaking out of the airplane when he reached the accident site. A third witness reported the airplane was flying at a "very slow" forward speed after takeoff and there was a "quick burst" in altitude prior to the airplane banking to the left and descending. A fourth witness reported the airplane climbed fast and steep prior to banking to the left. A fifth witness reported the airplane stayed low after takeoff with the wings banking side to side prior to it banking “hard to the left” and descending nose down.

PERSONNEL INFORMATION

The pilot-in-command, age 51, held ATP and CFI certificates. The ATP certificate contained an airplane multi-engine land rating with commercial privileges for airplane single-engine land. The CFI certificate contained airplane single-engine land and instrument airplane ratings. The pilot was issued a second-class medical certificate on June 20, 2007, with the limitation, "Must have glasses available for near vision." A review of the pilot’s logbook revealed he had a total of approximately 7,356 hours flight time of which 57 hours were in a Yak 52. In addition, he had approximately 2,794 hours of CFI flight time.

The second pilot, age 49, who was the owner of the accident airplane, held a private pilot certificate with an airplane single-engine land rating. This pilot was issued a third-class medical certificate on January 17, 2006, which contained the limitation that the pilot must wear corrective lenses. A review of the pilot's logbook revealed he had a total flight time of approximately 235 hours, of which 98 hours were in a Yak 52. The pilot's logbook revealed his last biennial flight review was conducted on June 28, 2005.

According to the private pilot's family, the ATP/CFI had access to fly the accident airplane on a routine basis and that he had flown the airplane during air shows.

AIRCRAFT INFORMATION

The accident airplane was a 1987 Russian-built Yakovlev Yak-52, serial number 877505. It was a single-engine, low-wing, two-place tandem cockpit airplane with retractable landing gear. According to the Pilot’s Operating Manual, the airplane was designed for general and aerobatic training.

A note at the beginning of the aircraft and engine logbooks stated, "All times brought forward from Russian logs." The first entry in the aircraft logbook was dated June 3, 1996, at an aircraft total time of 606.7 hours. According to the logbook, the last inspection of the airplane was performed on September 22, 2006, at an aircraft total time of 897 hours and a Hobbs time of 217.6 hours. This was a condition inspection in accordance with Title 14 CFR Part 43, Appendix D. The Hobbs time at the time of the accident was 281.3 hours.

The airplane was powered by a 360 horsepower, Vendeneyev M-14P engine, serial number KYA632066. The first entry in the engine logbook was dated June 3, 1996, at an engine total time of 915.5 hours and a time since major overhaul of 12.5 hours. The last entry reflected that a condition inspection was performed on September 22, 2006, at an engine total time of 1,192.8 hours. The time since major overhaul listed in this entry was 289.8 hours.

According to a pilot who flew with the ATP/CFI in the accident airplane two days prior to the accident, the front seat tachometer was not working properly during their second of two flights. This pilot reported the airplane was fueled after each flight. Fuel records indicate the airplane was last fueled at 3CK on September 1, 2006, when 13.5 gallons of fuel were added. Personnel at the airport fixed base operator (FBO) did not recall the airplane being flown on the day prior to the accident. FBO personnel stated the pilots would typically fuel the airplane after every flight.

METEOROLOGICAL CONDITIONS

The weather conditions reported at the DuPage County Airport (DPA), West Chicago, Illinois, 19 miles south-southeast of the accident site, at 1352, were: Wind from 200 degrees at 6 knots; visibility 10 statute miles; scattered clouds at 4,900 feet; temperature 31 degrees Celsius; dew point 19 degrees Celsius; altimeter 30.11 inches of mercury.

WRECKAGE AND IMPACT INFORMATION

The wreckage was located on property owned by the McHenry County Conservation District. The location of the site was approximately 1,500 feet southwest of departure end of runway 26 at 3CK.

The initial impact marks were located in soft terrain slightly downhill from the wreckage. These consisted of three elongated marks that ran parallel to each other on a heading of about 140 degrees. The mark furthest to the north was approximately 8-feet long, the center mark was approximately 6-feet long and 18-inches deep, and the mark furthest to the south was approximately 10 feet long. Approximately 20-feet from the initial impact marks, and to the left, was another ground scar that was approximately 4-feet long. An additional ground scar was visible to the right of the previous scar and toward the center line of the wreckage path.

The airplane came to rest in an upright position on a heading of about 355 degrees. All three propeller blades were separated approximately 12-inches from the spinner, with some of the wooden fibers bent opposite the direction of propeller rotation. Pieces of the propeller blades were located along the wreckage path. Long dry pieces of vegetation were wound around the propeller spinner. The bottom of the engine cowling was crushed and the engine was canted slightly to the left. Both the front and rear cockpits were intact. The left and right sides of the fuselage were crushed inward above the wings, with the left side being crushed more than the right side.

Both main landing gears were folded forward and the nose gear was folded to the rear. The outboard 24-inches of the left aileron were crushed and mud was present on the left wing tip. The leading edge tip of the right wing was bent upward. There was no mud visible on the right wing tip. Wrinkles were visible on the aft left side of the fuselage. The empennage was intact.

Aileron and elevator control continuity was established from the flight controls to both cockpits. Rudder continuity was established to the rear cockpit. The rudder cables were separated from the rudder pedals in the front cockpit. The flaps were retracted.

The fuel system header tank contained fuel. The left wing fuel tank contained approximately two ounces of fuel. The tank was compromised in an area containing impact damage. The right wing fuel tank did not contain any visible fuel. The fuel line from the left fuel tank to the "T" fitting prior to the header tank was pulled out of the fitting in an area that sustained impact damage. The line from the right fuel tank also connects to this fitting. All of the fuel filters were clean and no blockages were noted within the fuel system. The fuel and oil pumps pumped fluid when tested. Engine continuity was established from the propeller to the accessories when the propeller was turned by hand.

MEDICAL AND PATHOLOGICAL INFORMATION

Autopsies were performed on both pilots on September 4, 2007, in Woodstock, Illinois, for the McHenry County Coroners Office. The autopsy report for the ATP/CFI pilot listed the immediate cause of death as "head and chest trauma" due to blunt force injuries. The autopsy report for the private pilot listed the immediate cause of death as "head, neck, and chest trauma" due to blunt force injuries.

Forensic Toxicology Fatal Accident Reports were prepared for the pilots by the FAA Civil Aeromedical Institute, Oklahoma City, Oklahoma. The results for tests performed were negative.

(c) 2009-2011 Lee C. Baker. For informational purposes only.