History of Flight
On August 30, 2015, about 0918 central standard time, a Cirrus SR22 airplane, N765CD, was destroyed after colliding with terrain shortly after takeoff from Kewanee Municipal Airport (EZI), Kewanee, Illinois. The private pilot and one passenger sustained fatal injuries; the second passenger sustained serious injuries. The airplane was privately owned and operated under 14 CFR Part 91 as a personal cross-country flight to Hot Springs, Arkansas. An instrument flight rules flight plan was filed, and instrument meteorological conditions prevailed in the area.
Earlier that morning, the pilot was driven to the airport by a family member. During the drive, the pilot mentioned that the autopilot had stopped working during a previous flight and thought the trip would be harder but not critical. He initially planned to fly under clouds then climb above to 11,000 ft. Upon arrival, he delayed the flight due to fog and returned around 0900.
Departure and Radar Data
No witnesses or distress calls were reported. The pilot called Flight Service to file an IFR flight plan and received clearance with a ten-minute void time. The airport manager observed the pilot taxi for runway 27, but radio calls indicated the pilot believed he was using runway 19. After an aborted takeoff due to an open door, the pilot back-taxied on runway 27 and departed.
The surviving passenger, seated in the left rear seat, stated the aborted takeoff was due to the door. After departure, the airplane entered clouds quickly, and she felt it was not climbing. She heard the front seat passenger reach for the airframe parachute handle, but the pilot said they were too low. She then saw the ground approaching.
FAA radar data showed the airplane at 1,500 ft at 0914:53 after departure, climbing to 1,800 ft, then descending to 1,200 ft. Primary radar returns began at 0915:37 and ended at 0916:35 at 1,600 ft. The flight path indicated three nearly 360° left turns before ground impact. EZI airport elevation is 858 ft.
Personnel and Aircraft Information
The pilot held a private pilot certificate with single-engine land and instrument ratings. His most recent medical was issued August 14, 2014. Logbooks showed 922 total flight hours, including 37 in the accident make and model. He had 130 hours of actual instrument and 94.1 hours of simulated instrument experience. In the 90 days before the accident, he logged 3.1 hours simulated and 4.8 hours actual instrument, all in the accident airplane.
The airplane's last annual inspection was on March 5, 2015, at 1,635.1 Hobbs hours. A new Engine Data Management System was installed on June 25, 2015. The Cirrus Airframe Parachute System (CAPS) was replaced on October 4, 2011. Hobbs time at accident was 1,734.8 hours.
The co-owner reported flying the airplane nine days before without autopilot or trim issues. The accident pilot told him the autopilot would hold altitude but not the heading or GPS, and the sidestick trim was inoperative. A family member flew the airplane for 15-20 minutes the morning before and reported no problems.
Meteorological Conditions
First responders reported fog and low ceilings. EZI had no official weather reporting; an unofficial station at 0910 recorded wind from 090° at 1 knot, temperature 18.9°C, dew point 18°C, humidity 99%, altimeter 30.11 inHg. Visibility and sky conditions were not reported.
The nearest reporting station, Galesburg Municipal Airport (GBG), 28 miles southwest, reported at 0915: calm wind, visibility 1 mile in mist, ceiling overcast at 200 ft, temperature and dew point 19°C, altimeter 30.09 inHg. IFR conditions had been present since the previous evening.
Wreckage and Impact
The accident site was a soybean field about 1.5 miles west of the airport. The airplane impacted in a 45° nose-down, right-wing-low attitude on a heading of about 130-140°. The debris field extended 260 ft east. The right wing tip struck first, followed by propeller cuts and an impact depression. The CAPS was found deployed, but on-site observations indicated it was not activated in flight; deployment was due to impact forces.
Examination of the airframe and engine revealed no pre-impact anomalies. Control cable continuity was confirmed. The roll trim motor shaft was fractured, with rub marks on the access panel and lower wing skin. The flap actuator was consistent with a "Flaps 50" position. The engine produced spark on some leads; ignition harness damage was impact-related. The propeller showed rotational crushing and chordwise scratches.
Medical and Pathological Information
The Henry County Coroner performed an autopsy; cause of death for the pilot was multiple blunt injuries. Toxicological tests for carbon monoxide, ethanol, and drugs were negative.
Recorded Data
The JPI EDM 900 engine monitor recorded data from the accident flight between 09:12:38 and 09:14:43 CDT. All recorded logs showed normal engine operation. The Garmin 696 GPS was impact-damaged and no data could be extracted.