Piper PA-25-235 accident near Leland, Illinois, July 17, 1998
On July 17, 1998 at about 1:00 pm local time, a Piper PA-25-235, registered N75HM, was substantially damaged in an accident near Leland, Illinois (Leland airport). It was an aerial application (crop spraying) flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Control interference between the pilot-in-command and the student. An excessive descent rate and inadequate flare by the student during landing are contributing factors. The inadequate supervision by the pilot-in-command is an additional factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 17, 1998 · about 1:00 pm local time
- Place
- Leland, Illinois · Leland · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-25-235 · all PA-25-235s on the register
- Registration
- N75HM · no longer on the register · serial 25-7556182
- Damage
- Substantial damage
- Flight
- Aerial application (crop spraying) flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The student reported that he was told to release the control stick when it was yanked upon by the instructor. During the student's fourth landing, the aircraft bounced and the instructor yanked the stick. The student reported that he released the stick and the instructor took control of the airplane. It was also stated by the student that when the instructor took the stick, the instructor said, give me the stick. The instructor applied full power after the bounce and continued 2/3 down the runway a little nose high. The student also observed the airspeed to be 50 KIAS. The nose pitched upwards and the airplane stalled. The right wing dropped and the nose impacted the ground. The instructor reported that the student bounced the landing and applied full aft control. The instructor called out, 'my controls', but the stick remained in the full aft position. The instructor attempted to fly the aircraft with throttle and rudder. Inspection of the elevator control system found no anomalies.
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
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 18,500 hours in all; 4,000 in this make and model; 300 in the last 90 days; 50 in the last 30 days; 18,000 as pilot in command; 1,500 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rear
The aircraft
- Airframe total time: 2,201 hours
- Last inspection: 100-hour inspection, July 9, 1998; 17 hours since
- Maximum gross weight: 2,900 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-540 (piston); 0 hours total
The flight
- Flight plan: none
- Runway 25, 2,500 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: scat at 9,500 ft
- Temperature: 73°F (23°C), dew point 63°F (17°C)
- Altimeter: 29.00 inHg
- Observation at 12:53 pm from DPA, 26 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.
Other NTSB records under N75HM the same tail number, which may have belonged to a different aircraft at the time
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.