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Accidents · NTSB CEN13FA002 · Final report

Cirrus Design CORP SR22 accident near Gary, Indiana, October 3, 2012

On October 3, 2012 at about 4:16 pm local time, a 2007 Cirrus Design CORP SR22, registered N308PJ, was substantially damaged in an accident during approach (IFR final approach) near Gary, Indiana (Gary/Chicago Int'L Arp airport). It was a business flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).

The NTSB's probable cause their words, unchanged

The pilot's loss of control during an instrument approach due to spatial disorientation. Contributing to the accident were deficient approach control services and the pilot's loss of positional awareness.

Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.

What the record shows

Date
October 3, 2012 · about 4:16 pm local time
Place
Gary, Indiana · Gary/Chicago Int'L Arp · map
Type
Accident
Injuries
2 people were killed.
Weather
instrument conditions (cloud, fog or low visibility)
Aircraft
Cirrus Design CORP SR22, built 2007
Registration
N308PJ · no longer on the register · serial 2628
Damage
Substantial damage
Flight
Business flight · general aviation rules (Part 91)

The NTSB's narrative final · quoted from the NTSB record

The pilot was flying an RNAV/GPS approach when the accident occurred. The air traffic controller did not provide approach clearance to the accident airplane until it was inside the final approach fix (FAF) and 1,000 feet above the FAF crossing altitude. The controller also issued a late turn to intercept the approach course, and he did not issue a descent clearance because his attention was directed to resolving a separation conflict involving two other aircraft. According to data recorded by the airplane's primary flight display, the pilot disconnected the autopilot after receiving the approach clearance, and the airplane then began a rapid descent. About 40 seconds later, the airplane rolled left and tracked left of the approach course. The airplane's ground proximity warning alert activated, and the airplane subsequently rapidly reversed roll and pitch directions consistent with an attempt by the pilot to correct the airplane's hazardous flight path. The airplane continued to roll right and pitch to a nose-high attitude before rapidly transitioning to a nose-down attitude of more than 85 degrees. As the airplane descended below a 900-foot cloud layer, the pilot rolled the airplane to wings level and made a high g-force pullup until ground impact. Given the pilot's high workload due to deficient approach control services and possible distraction while operating in instrument meteorological conditions and the subsequent loss of airplane control, it is likely that the pilot experienced spatial disorientation. Examination of the airframe and engine did not reveal any preimpact failures or malfunctions that would have precluded normal operation. Toxicology testing indicated the pilot used cocaine, hydrocodone, and marijuana at some point in the recent past. However, the use of the cocaine and hydrocodone likely did not affect the pilot's performance at the time of the accident, and the effect of the marijuana use could not be determined from the available evidence.

The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.

The factual record from the NTSB's investigation tables, in plain English

What happened, in order

  1. Loss of control in flight during approach (IFR final approach) defining event
  2. Collision with terrain or object (not controlled flight into terrain) during approach (IFR final approach)

The NTSB's findings

  • cause Personnel issues › Psychological › Perception/orientation/illusion › Spatial disorientation › Pilot
  • cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
  • factor Personnel issues › Psychological › Perception/orientation/illusion › Situational awareness › Pilot
  • factor Personnel issues › Action/decision › Info processing/decision › Identification/recognition › ATC personnel
  • Personnel issues › Experience/knowledge › Experience/qualifications › Recent instrument experience › Pilot

Pilot

  • Certificate: commercial pilot
  • Ratings: single-engine land; single-engine sea; instrument: airplane
  • Flight time: 1,100 hours in all; 650 in this make and model
  • Medical certificate: Class 2 (with waivers/limitations)
  • Seat: left
  • Injury: fatal

The aircraft

  • Airframe total time: 566 hours
  • Last inspection: annual inspection, September 21, 2012
  • Maximum gross weight: 3,400 lb
  • Seats: 4
  • Landing gear: fixed
  • Engine: Cont Motor IO-550-N (piston); 566 hours total
  • Fire on the ground
  • Operator: Gandy Air LLC

The flight

  • Departed from: KMQY Smyrna TN at 2:25 pm
  • Destination: KGYY Gary IN
  • Flight plan: IFR

Weather at the time

  • Light: daylight
  • Wind: at 6 knots
  • Visibility: 5 statute miles
  • Sky: overcast at 900 ft
  • Temperature: 63°F (17°C), dew point 55°F (13°C)
  • Altimeter: 29.96 inHg
  • Observation at 4:40 pm from KGYY, 1 miles away

Injuries

FatalSeriousMinorNone
Flight crew1
Passengers1

Documents from the investigation the NTSB's docket: the evidence folder behind the report

The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.

Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.