Date: 202102
Local time of day: 1801-2400
Location: ILM.Airport, NC
Flight conditions: IMC
Weather elements / visibility: Rain; Windshear; Thunderstorm; .5
Light: Night
Aircraft: Small Transport; Low Wing; 2 Turbojet Eng
Operator: Personal
Operating under: Part 91
Flight plan: IFR
Mission: Personal
Flight phase: Final Approach
Airspace: Class E ILM
ATC / advisory: TRACON ILM
Reporter organization: Personal
Reporter function: Pilot Flying; Single Pilot; Captain
Reporter qualification: Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Human factors: Time Pressure; Workload; Confusion; Situational Awareness
Anomaly: Inflight Event / Encounter CFTT / CFIT; Inflight Event / Encounter Unstabilized Approach; Inflight Event / Encounter Weather / Turbulence
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Aircraft Aircraft Damaged; Flight Crew Executed Go Around / Missed Approach; Flight Crew Requested ATC Assistance / Clarification; Flight Crew Took Evasive Action
Contributing factors: Human Factors; Weather; ATC Equipment / Nav Facility / Buildings
Primary problem: Ambiguous

Narrative: I was enroute to ILM. As I began my descent into the Wilmington terminal area the ATIS and Approach Controller indicated ILS Runway 06Z was the approach in use. Weather was reported as 400 overcast and one mile visibility. Winds 030 degrees at 4 knots. A cold front and convective activity was approaching the airport and I requested a short vector to final. I was cleared for the approach and began my descent. I ended up too high on the approach and executed a missed approach at minimums. As I was being vectored back for another approach I was advised that the aircraft following me also executed a missed approach due to being too high. I looked at the wind vector on my PFD and realized that I had a 50 knot tailwind at 1;500 feet on my last approach. I advised the Controller about the strong winds at altitude and asked if Runway 6 was still the best runway.I also asked the Controller if he had any real time winds on the ground and was reminded that the Tower was closed; he would try to get me an update from the automatic reporting system. I was told that the automatic reporting system still indicated winds out of the NE (northeast) at 11 knots. I continued for a second approach but at 700 feet AGL my wind vector was showing a 50 knot tailwind and my groundspeed confirmed that. I deemed it unsafe to land and executed another missed approach.The Controller suggested ZZZ as an alternate. I began vectors to an approach to RNAV GPS Runway XX. I quickly realized that I would have the same 50 knot tailwind situation at ZZZ and began questioning the Controller about any real time wind information on the ground. He said the only info he had still indicated winds on the ground were out of the NE about 7 knot. He said the convective activity situation at Wilmington was improving and asked if I would like to go back for another approach. I was beginning vectors to another ILS Approach 06Z. I was still seeing the same 50 knot winds at altitude and began doubting the wind reports on the ground. I asked for an approach to Runway 24. I was cleared for the RNAV approach 24. As I was descending on final approach; I had a 50 knot head wind at 1;000 feet.When I reached minimums and began to go visual; I encountered a windshear. I increased power to MCT (Max Continuous Thrust) trying to climb out; but to no avail. As I was continuing to recover from the windshear; my landing gear contacted a treetop about 1/4 mile from the runway. At this point I deemed the safest course of action was to continue to land. I made a normal landing to a full stop; turned off the runway and taxied to the FBO. After exiting the airplane minor damage was noted. At this point the winds on the ground had shifted to the SW (southwest)) and were gusting to 35 kts indicating to me that I had landed during frontal passage.The biggest contributing factor to safety I noted; was the lack of any real time winds on the ground. If I had real time wind data from the Controller as I was conducting my approach; I would have been advised of the wind shift occurring; and might have been able to take preventive action before I encountered the windshear. My recommendation is to not have a system that solely relies on the automatic reporting system which is not real time. I would have each Approach Control have the ability to see and give real time winds just as an operating Tower would have.




Synopsis: Pilot reported contacting tree tops during landing at ILM airport due to windshear.  Pilot stated there was no real time wind information.