NTSB Factual Report

HISTORY OF FLIGHT

On July 3, 2015, about 1545 central daylight time, a Cessna 172 airplane, N62681, impacted terrain near Bartlett, Illinois. The airplane was destroyed and the private rated pilot was fatally injured. The airplane was registered to and operated by Fox Flying Club, Inc., under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and the airplane was not on a flight plan. The local flight originated from the DuPage Airport, (DPA), West Chicago, Illinois about 1510.

The pilot was a member of the flying club, which owned the airplane. It was reported that the flight departed DPA on a flight to the Schaumburg Regional Airport (06C), located about 8 miles northeast of DPA. During the inbound flight back to DPA, the pilot contacted the tower and reported that he had a problem with the rudder. The pilot declined any assistance. Shortly thereafter, the airplane disappeared from radar, and the pilot did not respond to further radio calls. Authorities located the accident site in a vacant field, in a forest preserve area.

PILOT INFORMATION

The pilot held a private pilot certificate with rating for airplane single-engine land. The pilot held a third class medical certificate that was issued on July 2, 2015, with the restriction; "must have available glasses for near vision". The medical certificate listed the pilot as 255 lbs., and a height of 69 inches. The pilot reported on his application for a medical certificate that he had 225 total flight hours, with 5 hours in the last six months.

AIRCRAFT INFORMATION

The Cessna 172 is a high-wing, single-engine airplane with fixed-tricycle landing gear. The airplane was powered by a four cylinder Lycoming O-320 reciprocating engine and a fixed-pitch propeller. A review of the airplane's maintenance records revealed the last annual inspection was completed on March 2, 2015, with an airframe time of 9,800.9 hours, and a tachometer reading of 3,315 hours.

METEOROLOGICAL INFORMATION

At 1552, the automated weather observation facility located at the DuPage airport, about 5 miles from the accident site recorded: wind from 300 degrees at 5 knots, 10 miles visibility, few clouds at 5,000 ft., temperature 79 degrees Fahrenheit (F), dew point 55 F, and a barometric pressure of 29.93 inches of mercury.

COMMUNICATIONS and RADAR INFORMATION

The Schaumburg Regional Airport is a non-towered airport, which utilizes a CTAF (Common Traffic Advisory Frequency) for pilot communications. The DuPage airport has an operating control tower; pilots in DuPage's airspace would communicate with the tower controller. After departing Schaumburg, the accident pilot contacted the DuPage tower controller and reported inbound; he also reported that he had a problem with the rudder, and wanted to stay out for a minute. The controller asked if he needed any assistance. The pilot stated that he "didn't think so, just let me play a little bit, here." About a minute and a half later, the controller asked the pilot his intentions, and stated that he had lost him on radar. The pilot did not respond to the radio call or additional radio calls.

A review of radar data revealed the airplane tracked in a northwest arc from Schaumburg airport; the track continued southwest towards DPA. The airplane then completed about three-quarters of a figure eight pattern, before disappearing from radar. The radar indicated that the airplane was at an altitude of about 1,900 ft. mean sea level (approximately 1,200 ft. above ground level) during the figure eight pattern.

WRECKAGE AND IMPACT INFORMATION

The on-site examination of the wreckage and ground scars were consistent with a left wing, nose down impact with terrain. The main wreckage, which consisted of both wings, the fuselage, and empennage, was located further along the wreckage path. Numerous pieces had separated from the airplane and were scattered, but remained near the wreckage site. The cabin area was largely destroyed; both wings remained with the fuselage and the leading edge of the right wing displayed impact damage. Both wing fuel tanks were breached and torn open. The empennage remained attached to the fuselage with impact damage to the vertical and horizontal stabilizers. There was not a post-crash fire.

The engine had separated from the fuselage and was just beyond the main impact crater. The fixed pitch, 2-bladed propeller remained attached to the engine's crankshaft flange. One blade was twisted and curled past 90 degrees, back towards the hub; the other blade was slightly twisted and bent; largely on the outboard section.

The rudder control cables were found connected to the rudder horn; the cables continued forward to the forward cabin. The rudder cables had separated from the rudder/brake control assembly; the cable breaks were consistent with the overload due to the accident. The rudder/brake assembly was not intact, and several pieces/components of it were found along the wreckage path. Control continuity for the elevators was established to the forward cabin.

Aileron continuity was established to each of the wing bellcranks, both cables had separated at the wing roots, consistent with overload.

The flap actuator measured about ¼ inch, which corresponds to a flaps retracted position.

The engine was retrieved and transported to a hangar facility for further examination.

The engine had sustained extensive impact damage. The engine was rotated by hand; continuity was established to the accessory section of the engine and through the valve train; a thumb compression test confirmed compression and suction in each cylinder. The carburetor had separated and was broken open, the starter was broken and had separated from the engine. The left magneto remained with the engine, but was shattered; the right magneto was able to produced spark on each terminal.

The sparkplugs exhibited light colored combustion deposits, except the number four-bottom sparkplug, which was oil soaked. The electrodes exhibited normal signatures, in accordance with the Champion aviation check-a-plug chart.

No pre-impact abnormalities were noted during the airframe or engine examinations.

Two shoes were located at the accident site that the pilot reportedly wore. The shoes were an orthopedic type, designed to reduce foot, leg, and back pain. The shoes incorporate a coil type spring in the heel of the shoe (photograph of the shoes are in the docket for this case).

MEDICAL AND PATHOLOGICAL INFORMATION

The Office of the Coroner, DuPage County, Illinois conducted an autopsy on the pilot. The cause of death was determined to be, "multiple traumatic injuries".

The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, conducted toxicological testing on the pilot. The specimens were marked as putrefied and were not tested for carbon monoxide or cyanide. The test was positive for ethanol (27 mg/dL) in muscle, no ethanol detected in the brain. The ethanol is likely from a source other than ingestion.

The test detected Atenolol, Colchicine, Diphenhydramine, and Losartan kidney and liver.

Atenolol- Prescription medication is generally used alone or in combination with other medications to treat high blood pressure.

Colchicine - Prescription medication used to prevent gout attacks in adults, and to relieve relief for gout attacks.

Diphenhydramine (marketed under several brand names, such as: Benadryl, Sominex, Advil PM), is an over-the-counter antihistamine used to treat allergic conditions and as a sleep aid.

Losartan - Prescription medication used primarily for the treatment of high blood pressure. It may also have secondary uses to reduce the risk of stroke in patients with hypertension, an enlarged heart, and for the treatment of diabetic kidney damage.

NTSB Probable Cause

The pilot’s loss of airplane control for reasons that could not be determined because an examination of the airplane did not reveal any preimpact abnormalities.