Accident Overview
On April 7, 2015, about 0006 central daylight time, a Cessna 414A twin-engine airplane, registration N789UP, collided with terrain following a loss of control during an instrument approach to Central Illinois Regional Airport (BMI) in Bloomington, Illinois. The airplane was registered to Make It Happen Aviation, LLC and operated by the pilot under 14 CFR Part 91 on an instrument flight rules (IFR) flight plan. Night instrument meteorological conditions prevailed for the cross-country flight that had departed Indianapolis International Airport (IND) at 2307.
Flight History
After departure, the flight climbed to a cruise altitude of 8,000 ft msl and proceeded direct to BMI. At 2344:38, the flight began a descent to 4,000 ft msl. At 2352:06, the pilot contacted Peoria Approach Control and requested the ILS runway 20 approach. The controller provided radar vectors. At 0000:39, the controller cleared the flight for the ILS approach and instructed a heading of 230° to intercept the final approach course, maintaining 2,500 ft msl until established. The pilot acknowledged.
At 0001:26, the flight crossed through the final approach course before turning south. At 0001:47, the controller terminated radar services and authorized a frequency change to the airport's CTAF. At 0002:00, the pilot broadcast on the CTAF that he was coming up on EGROW (the final approach fix). At 0003:12, the flight crossed EGROW at 2,100 ft msl, right of the localizer centerline. At 0003:46, it descended below radar coverage at 1,500 ft msl. Radar coverage was reestablished briefly at 0004:34 at 1,400 ft msl. Between 0004:34 and 0005:08, the flight climbed to 2,000 ft msl while maintaining a south course. At 0005:08, it began a descending left turn to an east course, then climbed again. At 0005:42, it was 0.75 nm east of the localizer at 2,000 ft msl. Radar returns showed erratic altitude changes. The final radar return at 0006:25 at 1,600 ft msl was coincident with the accident site about 2.2 nm east-northeast of the runway 20 threshold.
Pilot Information
The 51-year-old pilot held an airline transport pilot certificate with single-engine land, multi-engine land, and instrument airplane ratings. He was type-rated in several business jets and held a flight instructor certificate. His most recent FAA second-class medical certificate was issued February 2, 2015, with a limitation for corrective lenses. On his medical application, he reported 12,000 total flight hours with 500 in the previous 6 months. No previous accidents or enforcement proceedings were found. A portfolio recovered from the wreckage included insurance applications indicating 12,100 total hours, 9,850 multiengine hours, 8,575 turbine hours, and 1,150 hours in Cessna 414A airplanes. His last logbook entry was dated February 2005. His last flight review and instrument proficiency check were completed March 11, 2015, during simulator training for a Dassault Falcon 10.
Aircraft Information
The 1980 Cessna 414A (Chancellor), serial number 414A0495, was a low-wing aluminum airplane with retractable tricycle landing gear and a pressurized cabin for seven people. It was powered by two turbocharged Continental TSIO-520-NB engines with Hartzell propellers. The airplane had been modified by supplemental type certificates for winglets, vortex generators, wing spoilers, and increased engine horsepower. Total fuel capacity was 213.4 gallons (206 usable). The airframe had accumulated 8,390.2 hours since new. The last annual inspection was October 1, 2014, at 8,346.9 hours. Maintenance records showed no unresolved airworthiness issues.
Weight and Balance
Calculations using reported weights, fuel receipts, and flight data indicated the airplane was over maximum takeoff and landing weight with an aft center of gravity (CG) on both the preceding flight and the accident flight. For the accident flight, calculations showed the airplane departed 271 lbs over maximum takeoff weight with a CG about 4.37 inches aft of the permitted envelope. At the time of the accident, it was 366 lbs over maximum landing weight with a CG about 3.71 inches aft of the envelope. According to FAA guidance, an aft CG can reduce longitudinal stability and make stall recovery difficult.
Meteorological Conditions
The BMI automated surface observing system (ASOS) at 0005 reported wind from 060° at 6 knots, overcast ceiling at 200 ft agl, 1/2 mile visibility with light rain and fog, and an altimeter setting of 29.98 inHg. The terminal aerodrome forecast issued at 0038 indicated low IFR conditions with overcast ceiling at 200 ft and 1/2 mile visibility. Weather radar showed no significant echoes greater than 15 dBZ over the area. The pilot had obtained preflight weather briefings from a commercial vendor, with the last briefing at 2228.
Wreckage Examination
The accident site was in an open harvested corn field about 2.2 miles east-northeast of the runway 20 threshold. The main wreckage was upright on a heading of 074°, with no appreciable debris path. The forward fuselage and cockpit were crushed upward and displaced aft. Flight control continuity was established. Both wings remained attached, with postimpact fire damage to engine nacelles. The aileron trim actuator measured 15/16 inch, corresponding to a trailing-edge up deflection of about 15°. No evidence of preimpact fire or mechanical failure was found. Postaccident examination of the engines and propellers revealed no anomalies that would have prevented normal operation.