CHI06FA076

The airplane was destroyed and the occupants fatally injured when it impacted the ground during approach to landing. Examination of the airplane, its engines and propellers, revealed no anomalies that were determined to have existed prior to impact. The propellers were found to have been in their normal operating range and neither propeller was in a feathered position. The quill shafts of both engines showed evidence of damage due to the production of torque. A sound spectrum examination of audio transmissions showed signatures that both engines were operating during the last two radio transmissions from the airplane. Based on radar data, communications and meteorological information obtained during the investigation, the airplane was operating in visual meteorological conditions below an overcast layer of clouds. The radar data showed the airplane as it approached the airport and as it entered a left hand traffic pattern for runway 34. Radio communications confirmed that the airplane had been cleared for a left hand traffic pattern to runway 34. The radar data showed the airplane as it made a turn to the left while its speed decreased to about 82 knots calibrated airspeed as of the last received radar return. This radar return was about 0.1 nautical miles from the accident site and 0.8 nautical miles and 216 degrees from the approach end of runway 34. The airplane owner's manual listed stall speeds ranging from 81 to 94 knots calibrated airspeed for airplane configurations including gear and flaps up to gear down and flaps 15 degrees, and bank angles from 0 to 40 degrees. Flap position could not be determined because the flap chain had separated from the flap drive motor. The owner's manual also listed an approach speed of 103 knots.

This narrative was modified on July17, 2007.

History of flight

On January 30, 2006, at 1829 central standard time (CST), a Cessna model 421B, N920MC, piloted by a private pilot, was destroyed when it impacted the ground in Wheeling, Illinois. The airplane was in the landing traffic pattern for runway 34 at the Palwaukee Municipal Airport (PWK) when the accident occurred. The 14 CFR Part 91 business flight was operating in visual meteorological conditions and was on an instrument flight rules (IFR) flight plan. All four occupants were fatally injured. The airplane had departed from the Johnson County Executive Airport (OJC), Olathe, Kansas, about 1710.

According to communication records, the airplane received an IFR clearance and departed OJC at 1710. The airplane continued its flight to the Chicago area where an ILS runway 16 approach to PWK was executed. The IFR flight plan was cancelled and the airplane was cleared to land on runway 34 at PWK. The airplane subsequently impacted the ground approximately 0.9 miles and 210 degrees from the approach end of runway 34 at PWK.

Personnel information

The individual listed as the pilot in command (PIC) on the aircraft flight plan held a private pilot certificate with single engine land, multiengine land, and instrument airplane ratings. He also held a second class medical certificate that was issued on January 24, 2005. The medical certificate included a restriction that the pilot wear corrective lenses.

A review of the PIC's flight logbooks was conducted. Due to several mathematical errors that were discovered, re-totaling of the individual logbook entries was conducted. These totals revealed that the pilot had accumulated a total of 1,284.05 hours total flight experience including; 161.2 hours in single-engine airplanes, 1,052.65 hours in multiengine airplanes, and 70.2 hours in flight simulator devices. The records showed that 32.75 hours were logged in Cessna 421 airplanes. Of those 32.75 hours, 18.2 hours were obtained prior to the pilot having received the instruction required by 14 CFR 61.31 (g) to act as pilot in command of a pressurized airplane. In addition, of the 32.75 hours logged in Cessna 421 airplanes, 27.5 hours were obtained prior to the pilot having received dual instruction in a Cessna 421 airplane. A total of 5.25 hours of logged dual instruction in Cessna 421 airplanes was recorded in the pilot's logbook.

Another occupant held a commercial pilot certificate with single engine land, multiengine land, and instrument airplane ratings. The single engine rating was limited to private pilot privileges. This pilot also held a third class medical certificate issued on November 10, 2005. The medical certificate included a restriction that the pilot wear corrective lenses for near vision. On his most recent application for his airman medical certificate, he reported having in excess of 2,000 hours of flight experience including 40 hours in the preceding 6 months. The pilot's flight logbooks were not reviewed.

No determination could be made as to which front seat occupant was manipulating the controls prior to or at the time of the accident.

Aircraft information

The airplane was a Cessna model 421B, serial number 421B0884. It was a twin-engine, low-wing, retractable gear airplane. The airplane was equipped with wing and tail de-icing boots and propeller anti-ice and was approved for flight into known icing conditions. A review of the airframe logbooks revealed that the airplane had accumulated 5,436.8 hours total time in service as of the most recent annual inspection dated December 28, 2005.

The airplane was powered by 2 Teledyne Continental Motors model GTSIO-520-H engines. Each geared engine was rated to produce 375 horsepower at 2,275 propeller rpm. Each engine maintenance logbook was reviewed. During the review, a mathematical error relating to the accumulated time on the left engine was found. After taking this mathematical error into account it was found that the left engine, serial number 267029-R, had accumulated 1,782.8 hours total time and 455.5 hours since overhaul as of the December 28, 2005, annual inspection. The right engine, serial number 267035-R, had also accumulated 1,782.8 hours total time and 455.5 hours since overhaul as of the December 28, 2005, annual inspection.

According to Cessna Aircraft company records, the airplane was originally purchased from Cessna on March 21, 1975. Federal Aviation Administration (FAA) registration records showed that the airplane was purchased on August 27, 2004, by the hotel company owned by the pilot rated passenger. On May 12, 2005, the airplane registration was transferred to HK Golden Eagle, Inc. The pilot rated passenger was listed on the FAA registration documents as the president/secretary of HK Golden Eagle, Inc.

Meteorological information

The National Weather Service (NWS) Weather Depiction Chart for 1900 CST January 30, 2006, depicted a region of IFR conditions over northern Indiana and southwestern Michigan. Surrounding this area was an area of marginal visual flight rules (MVFR) conditions that covered portions of Wisconsin, Illinois, Indiana, and Michigan that included the accident site.

The NWS Current Icing Potential for 1800 CST depicted a probability of icing conditions over the Chicago area which ranged from about 10 percent at 3,000 feet, to about 70 percent at 5,000 feet. Several pilot reports of icing were recorded in the hours surrounding the accident time. One aircraft reported moderate rime icing between 2,500 and 7,000 feet about 15 minutes prior to the accident time.

PWK is equipped with an Automated Surface Observation System (ASOS) and is augmented by NWS certified weather observers. The surface observations at PWK reported a mixture of freezing precipitation and snow that started at 0649 CST and turned to light snow and mist which continued on and off through 1648 CST. No major accumulation of ice or snow was reported during the period. The observations surrounding the accident time were as follows:

At 1753 CST, wind from 310 degrees at 13 knots, visibility unrestricted at 10 statute miles, ceiling broken at 2,000 feet above ground level (AGL), overcast at 2,800 feet AGL, temperature -1 degrees Celsius (C), dew point temperature -4 degrees C, altimeter setting 29.81 inches of Mercury (Hg). Remarks: automated observation system, sea level pressure 1010.0 hectopascals (hPa), 6-hour precipitation less than 0.01 inches, temperature -0.6 degrees C, dew point -3.9 degrees C, 12-hour maximum temperature 2.8 degrees C, 12-hour minimum temperature -0.6 degrees C, 3-hour pressure tendency risen 1.9-hPa.

At 1836 CST, wind from 310 degrees at 9 knots, visibility unrestricted at 10 statute miles, ceiling overcast at 2,100 feet AGL, temperature -1 degrees C, dew point temperature -4 degrees C, altimeter setting 29.83 inches of Hg. Remarks: automated observation system, aircraft mishap.

Communications

Records indicate that an individual called the Columbia Automated Flight Service Station (AFSS) at 1543, filed an IFR flight plan, and obtained weather information for a flight from OJC to PWK. The caller identified N920MC as the registration number of the airplane when filing the flight plan. The caller also indicated that he was the pilot in command and provided his name and telephone number to the AFSS briefer when he filed the flight plan. The complete transcript of this communication is included in the docket material associated with this report.

At 1710, the accident airplane departed OJC and radio contact with air traffic control was established. Between 1710 and 1826, the airplane continued its flight to PWK while maintaining communications with the appropriate ATC facilities. At 1826, communication between the aircraft and the PWK air traffic control tower (ATCT) was established. The following is a transcript of radio co