History of Flight
On September 28, 2014, about 2002 central daylight time, a Cessna T337G airplane, N37E, collided with trees and terrain during cruise-descent near Plano, Illinois. The private pilot was fatally injured. The airplane was registered to and operated by Inline Aviation LTD under 14 CFR Part 91 without a flight plan. Night visual meteorological conditions prevailed for the cross-country flight. The flight departed Litchfield Municipal Airport (3LF) about 1855 and was en route to Aurora Municipal Airport (ARR) in Sugar Grove, Illinois.
According to ATC data, after departing 3LF, the flight proceeded direct to ARR and climbed to 7,500 ft msl. At 1951:52, the pilot contacted the Aurora tower controller, reporting being about 15 minutes south of the airport and asking if the tower closed at 2100. The controller confirmed, and the pilot replied he would be landing in a few minutes.
At 1954:54, the airplane entered a cruise-descent that continued until the final radar data at 2001:59. At 1959:41, the pilot reported being 10 miles south inbound with ATIS Delta. The controller instructed a left base for runway 27 and to report 2 miles out. The pilot acknowledged at 2000:01. At 2000:11, the pilot asked about runway 9; the controller replied it was unavailable, with runway 27 being the calm-wind runway. The pilot then stated he would overfly the airport and do a left base for 27, which was confirmed.
At 2000:43, the pilot mentioned spotting other traffic. The controller asked for a transponder ident, which was observed at 1,800 ft msl with no conflicting traffic. The pilot's last transmission was at 2001:16 saying "37 echo." Radar data confirmed no traffic conflicts. The final radar return at 2001:59 was about 0.4 miles southwest of the accident site at 900 ft msl (about 250 ft AGL). During the final two minutes, the airplane maintained about 150 knots ground speed and an average descent rate of 1,050 ft/min. The pilot did not attempt to slow the descent before impact.
Personnel Information
According to FAA records, the 80-year-old pilot held a private pilot certificate with single-engine land and multiengine airplane ratings, the latter limited to centerline thrust. He did not have an instrument rating. His last aviation medical exam was on October 3, 2012, with a third-class certificate requiring corrective lenses. No previous accidents or enforcement proceedings were found. His last flight review was on October 10, 2012, in the accident airplane. Based on recovered logbooks, his most recent flight was on September 8, 2014, with 1,654.8 total flight hours, of which 1,525.8 were pilot-in-command. He had 195.0 hours in single-engine and 1,407.2 hours in multi-engine airplanes. He logged 7.6 hours in actual instrument conditions, 88.2 in simulated, and 478.4 at night. In the previous 12 months, he had completed three flights totaling 6.8 hours in the accident airplane, including 2.5 hours of night experience on July 20 and August 14, 2014.
Aircraft Information
The accident airplane was a 1973 Cessna T337G, serial number P3370127, powered by two 225-hp Continental TSIO-360 engines with McCauley propellers. It had a retractable tricycle gear and a maximum gross weight of 4,700 lbs. The last annual inspection was on May 20, 2014, at 5,389.3 total airframe hours. The hour meter indicated 3,372.0 hours at that inspection; the meter was not recovered. The airplane had accrued 17.6 hours since the annual. The static and altimeter systems were last tested on May 7, 2012.
The front engine (TSIO-360-DCC, s/n 50R420) was installed on June 29, 1992, and had 1,393 hours since overhaul at the last annual. The rear engine (TSIO-360-CB6B, s/n 236274-R) was installed on April 1, 2000, after manufacturer rebuild, with 616.6 hours since rebuild. Both propellers were McCauley models with 772 hours since overhaul on April 11, 1997. Maintenance records showed no unresolved issues. Fuel capacity was 125 gallons (123 usable). The cockpit fuel flow indicator showed 67 gallons remaining.
Meteorological Information
At 1952, the ASOS at Aurora (ARR) reported calm wind, clear sky, 10 statute miles visibility, temperature 18°C, dew point 12°C, altimeter 30.08 inHg. Sunset was at 1841, end of civil twilight at 1909. Moon transit at 1615, moonset at 2121. The moon was waxing crescent with 19% illumination. The accident site was in a sparsely populated area with minimal ground lighting, resulting in dark nighttime conditions.
Wreckage and Impact Information
The airplane struck several 30-ft tall trees along a ridgeline at 645 ft msl. All structural components and flight controls were located along the debris path. Both wings and tailbooms separated from the fuselage during tree impact. The right wing had a large semicircular crush region consistent with tree diameter. The fuselage came to rest 475 ft northeast in a cornfield. All fractures were overstress; no evidence of inflight or postimpact fire. Flight control continuity could not be established due to damage, but all discontinuities were consistent with overstress. Elevator trim position undetermined. Flaps and landing gear were retracted. Fuel control valves were compromised; both electric fuel pump switches were OFF. The altimeter Kollsman window indicated 30.06 inHg; the altimeter was damaged. No preimpact mechanical malfunctions were found.
The front engine separated and was 90 ft northeast. It sustained impact damage including crankcase fracture, crankshaft fracture, and separation of components. One magneto and the mechanical fuel pump were not located. The crankshaft fracture displayed 45-degree shear lips and a cupped appearance. Crankshaft continuity was confirmed from aft to the fracture and to connecting rods. The oil pickup screen and filter were normal. The recovered magneto sparked. Spark plugs showed normal operation. Fuel was present at the fuel metering unit. No preaccident anomalies were noted for the front engine.
The rear engine remained partially attached in the nacelle. Impact damage precluded functional test. The crankshaft was fractured at the prop seal with 45-degree shear lips. Continuity was confirmed. Both magnetos sparked. Spark plugs normal. Oil system clean. Fuel pump drive coupling intact. No preaccident anomalies noted.
The front propeller hub fractured; one blade separated and curled forward over 180 degrees, the other blade bent forward. Both had leading edge damage and chordwise scratches. The rear propeller hub was secure; both blades had rotated 180 degrees. One blade had a large leading edge gouge and forward bend; the other had minor gouging and twisting toward low pitch.
Overall, the wreckage examination revealed no anomalies that would have precluded normal operation.
Additional Information
FAA's Airplane Flying Handbook notes that night flying differs from day flying due to limited visual references, requiring greater use of flight instruments. Distance and altitude estimation may be deceptive at night.
Communications
ATC information indicated normal services. Recorded communications between the pilot and Aurora tower are included in the docket.
Medical and Pathological Information
On September 30, 2014, an autopsy attributed the pilot's cause of death to multiple blunt-force injuries. Caffeine and diphenhydramine (0.076 ug/ml) were identified in cavity blood. Toxicological tests by the FAA's Civil Aerospace Medical Institute were negative for carbon monoxide and ethanol. Atenolol and diphenhydramine were found in urine and cavity blood; salicylate in urine. Blood diphenhydramine level was 0.136 ug/ml. Diphenhydramine is a sedating antihistamine; therapeutic levels are 0.0250-0.1120 ug/ml. It carries a warning about impairing ability for hazardous tasks. Atenolol is a blood pressure medication; salicylate is a metabolite of aspirin.
The 80-year-old pilot had a history of coronary artery disease requiring angioplasty and stenting in 2007, and hypertension. He was on medications for these conditions. The autopsy identified moderate to severe new stenosis in the left anterior descending coronary artery distal to the stent, and hypertensive cardiovascular disease.
He also had longstanding open angle glaucoma (since 1985) requiring treatment, and cataracts. The left cataract was removed in 2008; the right cataract was increasing. An ophthalmology evaluation weeks before the accident noted a significant increase in central scotoma in the left eye and declining corrected visual acuity, though he met the FAA 20/40 standard.
Tests and Research
The Insight Avionics GEMINI 1200 engine monitor was downloaded. It recorded 806 lines of data for both engines every six seconds, including exhaust gas temperature, cylinder head temperature, and turbine inlet temperature. Data showed consistent readings throughout the flight with no anomalies. Recording stopped abruptly after 1 hour 20 minutes 30 seconds, consistent with loss of power at impact.
The Shadin fuel flow indicator was examined. It showed 55.9 gallons used and 67 gallons remaining.