CEN15LA098

The pilot reported that, during cruise flight, the air traffic controller instructed him to descend from 9,000 to 4,000 ft. While performing the descent checklist, the pilot switched fuel tanks, and the engine subsequently lost power. The pilot further reported that he was certain that the engine restarted and that the event put him "behind the airplane in performing…cockpit duties." The next thing the pilot remembered was the controller informing him that he was flying in circles and losing altitude. The pilot thought the airplane was in a spin and tried to regain control. After the airplane broke out of the clouds into poor visibility and snow, the pilot chose to land in a cornfield. During the landing, the airplane impacted trees and terrain. A witness reported observing the airplane at a low altitude traveling at a high rate of speed, then it pitched up to almost vertical flight, descended, and impacted terrain. No preaccident mechanical malfunctions or failures were noted with the airplane that would have precluded normal operation.

On January 4, 2015, about 1603 eastern standard time, a Raytheon Aircraft Company A36 single-engine airplane, N349EA, was substantially damaged after impacting terrain while maneuvering near Parker City, Indiana. The private pilot, who was the sole occupant, sustained serious injuries. The airplane was registered to Black Gold Aviation, LLC, Norris City, Illinois, and operated by the pilot. Instrument meteorological conditions (IMC) prevailed at the time of the accident and an instrument flight rules (IFR) flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The airplane departed from the Carmi Municipal Airport (CUL), Carmi, Illinois, approximately 1400 central standard time, and was destined for the Delaware County Regional Airport (MIE), Muncie, Indiana. According to the pilot, prior to the accident flight, he completed two practice instrument approaches at CUL, then obtained a weather briefing for a flight to MIE. The airplane departed CUL at 1345 central standard time, and prior to obtaining his IFR clearance, the pilot noted the autopilot would not engage so he returned to CUL. After landing, the pilot checked the circuit breaker and fuse for the autopilot with no problems noted. The pilot cycled the avionics master switch and the autopilot was then determined by the pilot to be functioning. The pilot then departed CUL at 1400 central standard time. At 1549, air traffic control (ATC) instructed the pilot to descend at his discretion from 9,000 feet to 4,000 feet. While performing the descent checklist, the pilot switched fuel tanks at which time the engine lost power. The pilot stated he was certain the engine restarted and resulted in "putting me behind the airplane in performing my cockpit duties." The next thing the pilot remembered was ATC informing him he was flying in circles and losing altitude. The pilot felt he was in a spin and attempted to regain control of the airplane. The airplane broke out of the cloud layer and the pilot recalled it snowing with poor visibility. The pilot located a harvested cornfield and made the decision to land in the cornfield. The pilot does not recall why he decided to execute an off-airport landing. During the landing, the airplane impacted terrain and trees. A witness, who was located near the accident site, reported he observed the airplane at a low altitude traveling at a high rate of speed heading in a northerly direction. The witness observed the airplane pitch nose up to almost vertical flight, and then turn to a west-southwest heading, before impacting the cornfield. The airplane impacted terrain, bounced, and impacted trees. After reflecting on the accident flight, the pilot noted the following for reasons not to perform the flight: "1. First long flight after annual and doing it in poor weather. 2. Limited flying time due to my end of year work schedule and airplane being in annual for two weeks. 3. The weather I had set myself a minimum of 1,000 feet forshooting approaches (If I recall correctly ceilings at MIE at time of briefing were 1,300, they had dropped I believe to 850 to 900 feet at time of arrival). 4. Autopilot malfunctioned on first departure; it had never done that before. 5. Should have left fuel tank selector alone, had not used that much fuel." At 1553, the MIE automated surface observing system reported the wind from 270 degrees at 16 knots, gusting to 25 knots, visibility 3/4 mile, decreasing snow, mist, sky broken at 1,200 feet, ceiling overcast at 1,800 feet, temperature 0 degrees Celsius, dew point minus 2 degrees Celsius, and an altimeter setting of 30.02 inches of Mercury. An examination of the airplane by two Federal Aviation Administration inspectors, and technical representatives from Textron Aviation and Continental Motors revealed the three propeller blades were twisted and bent aft. The forward fuselage was crushed upward and distorted. The flaps and landing gear appeared to be in the retracted position. No preaccident mechanical malfunctions or failures were noted with the airplane that would have precluded normal operation.