Accident Overview
On October 12, 2014, about 2240 central daylight time, a Beechcraft model 58 airplane, N31EW, was destroyed when it impacted trees and terrain in Palos Hills, Illinois. The private-rated pilot and two passengers sustained fatal injuries. The airplane was registered to ARC Aviation LLC and operated by the pilot under 14 CFR Part 91 as a personal flight. Marginal night visual meteorological conditions prevailed, and the flight was not on a flight plan. The flight originated about 2235 from Midway International Airport (MDW), Chicago, Illinois, and was en route to Lawrence Municipal Airport, Lawrence, Kansas.
Flight History
Radar track data showed that the airplane departed runway 22L at MDW and climbed on runway heading. At 2238:01, it had accelerated to about 130 knots groundspeed and climbed to 2,200 ft msl. After reaching this altitude, about 3 nautical miles from MDW, the airplane began accelerating and descending while turning left to 200 degrees, followed immediately by a right turn. By 2238:38, about 4.8 nm from MDW, it had descended about 700 ft to 1,500 ft msl. It then initiated a climb and a left turn. The left turn continued with decreasing radius until the end of radar data. During the final left turn, the airplane climbed about 400 ft, descended 400 ft, then climbed 1,300 ft to a peak altitude of 2,800 ft msl at 2239:24, about 5.9 nm from MDW and 0.1 nm from the accident site. The final radar data point was at 2239:29 at 2,400 ft, located within 0.1 miles of the accident site. The calculated rate of descent between the final two radar points exceeded 5,000 ft per minute.
Pilot Information
The pilot, age 33, held a private pilot certificate with single-engine land, multiengine land, and instrument airplane ratings, and a third-class medical certificate issued January 31, 2012, with no limitations. Logbook records indicated he received his multiengine rating on February 2, 2014, and had accumulated 417.6 total flight hours, including 114.4 hours multiengine, 11.5 hours of multiengine training, 7.9 hours simulated instrument, 21.1 hours actual instrument, and 25 hours night flight.
Aircraft Information
The accident airplane was a Beechcraft model 58, serial number TH-1939, a six-seat twin-engine monoplane with retractable tricycle landing gear, powered by two 300-horsepower Continental IO-550-C engines. The most recent annual inspection was performed on May 12, 2014, when the airframe had 1,778.2 hours total time. The last maintenance action was on October 8, 2014, at 1,869.1 hours.
Meteorological Information
At 2153, MDW ASOS reported wind from 160 degrees at 9 knots gusting to 17 knots, visibility 10 miles, overcast at 1,700 ft agl, temperature 16°C, dew point 12°C, altimeter 29.89 inHg. At 2238, conditions were: wind from 170 degrees at 9 knots, visibility 6 miles with mist, broken at 1,000 ft agl, overcast at 1,700 ft, temperature 15°C, dew point 13°C, altimeter 29.89 inHg. The Aeronautical Information Manual defines marginal VFR as ceilings 1,000–3,000 ft agl and/or visibility 3–5 miles inclusive.
Wreckage and Impact Examination
The airplane impacted trees and terrain in a residential area 6 nm southwest of MDW. Tree branches exhibited clean cuts consistent with propeller impact and engine power. The initial impact point was about 20 ft north of a house; the house and a sport utility vehicle sustained damage from flying debris. The entire airplane was crushed and fragmented. The wreckage distribution path extended southeast across the street. Most wreckage was at the initial impact point, with smaller debris scattered. The proximity to trees indicated a near-vertical impact. The fuselage was crushed; the right engine propeller was about 1 ft below ground, the left engine propeller about 2–2.5 ft below ground. A cage for an air-operated gyroscopic instrument had rotational scoring consistent with operation at impact. All major airframe parts and flight controls were confirmed present; control cable continuity was verified from control surfaces to the cabin area, but cockpit damage prevented verification of yoke and rudder pedal continuity. All breaks were consistent with impact or recovery. Both engines exhibited impact damage; teardown examinations found no preimpact anomalies. The propellers showed no preimpact failure. Functional testing of flight instruments, avionics, and autopilot was not possible due to damage.
Communications
At 2228, the pilot contacted MDW controllers for an IFR clearance. The controller could not access the flight plan and requested information; the pilot asked if VFR departure would be easier. The controller confirmed and issued a VFR clearance. At 2234:35, the pilot reported holding short of runway 22L and requested VFR departure. At 2234:44, the tower cleared the airplane for takeoff. Routine communications occurred over the next 4 minutes; the pilot reported no difficulties. At 2240:21, the tower attempted to contact the airplane after losing radar contact but received no response. No clearance for flight in instrument conditions was authorized.
Medical and Pathological Information
An autopsy attributed the pilot's death to injuries from the accident. Toxicological testing by the FAA detected 17 mg/dL ethanol in the kidney; all other tests were negative.
Tests and Research
Fueling records showed 20 gallons of 100LL aviation gasoline were added. A sample from the fueling truck was tested and found within acceptable limits for water, particulate, and gum content; the fuel was moderately weathered but not significantly contaminated. The airplane's Honeywell EGPWS was recovered but its data storage chip was damaged, preventing data retrieval.
Probable Cause
No probable cause was stated in the source.