Piper PA-23-160 accident near Bloomington, Illinois, November 10, 2005
On November 10, 2005 at about 2:59 am local time, a Piper PA-23-160, registered N4319P, was substantially damaged in an accident near Bloomington, Illinois (Central Illinois Regional Airp airport). It was flown under charter and air-taxi rules (Part 135). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The aircraft control not possible by the pilot during a visual approach to the runway due to the physical impairment of the pilot.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 10, 2005 · about 2:59 am local time
- Place
- Bloomington, Illinois · Central Illinois Regional Airp · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-23-160 · all PA-23-160s on the register
- Registration
- N4319P · no longer on the register · serial 23-1820
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The airplane impacted terrain during a night visual approach to an airport following a partial loss of right engine power that occurred during cruise flight. There was no emergency declared by the pilot who initially elected to divert to the airport of last departure which was 37 nautical miles west of the accident airport. Air traffic control then informed the pilot the location of the closer accident airport. Examination of the wreckage and component testing did not reveal any mechanical problems that would have precipitated a partial loss of right engine power. During the approach, the pilot made three exclamations over tower frequency accompanied by heavy breathing. The pilot's autopsy revealed evidence that a tear in the aorta (aortic dissection) had occurred prior to the accident and resulted in the rapid accumulation of blood around the heart, substantially impairing heart function and leading to impairment or incapacitation. This type of tear in the aorta typically presents with a sudden onset of severe pain, and there is no testing for aortic dissection that would be routinely performed in the absence of such pain. The condition would most likely have been fatal regardless of the circumstances under which it occurred.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,200 hours in all
- Last flight review: October 1, 2005
- Medical certificate: Class 2
- Seat: left
- Injury: fatal
The aircraft
- Last inspection: annual inspection, October 1, 2005
- Maximum gross weight: 3,800 lb
- Landing gear: retractable
- Engine: Lycoming O-320-B3B (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: PIA Peoria IL at 2:31 am
- Destination: JNX Smithfield NC
- Flight plan: IFR
- Runway 29, 6,529 ft by 150 ft
Weather at the time
- Light: night
- Wind: from 300° at 15 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 43°F (6°C), dew point 28°F (-2°C)
- Altimeter: 30.12 inHg
- Observation at 2:56 am from BMI, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.