Piper PA-46 (Malibu/Meridian/Mirage/Matrix/M-Class)

After the pilot was cleared for an RNAV-B approach, the aircraft crashed on hilly terrain approximately 3 miles southeast of the airport at an elevation of 750 feet msl. Impact occurred after the aircraft had turned to the south-southeast and was descending. Minimum descent altitude (MDA) for the approach was 1,680 feet. No preimpact mechanical problems were found. Approximately 4 hours before takeoff, FSS personnel provided a weather briefing. There was no weather reporting station at the destination, but the area forecast was for marginal VMC with isolated visibilities of 3 to 5 miles in light snow showers. Pellston (approximately 25 miles away) was forecast for a chance of 1,200 feet overcast and 3 miles visibility with light snow showers, but this info was not given to the pilot. Later, when the pilot filed an IFR flight plan, he did not update his weather briefing. While en route, he checked the Pellston and Traverse City weather and was advised they had indefinite or obscured ceilings of 1,500 feet or less with gusty winds and light snow squalls. According to witnesses, there were snow showers or squalls in the accident area with 1/4 to 3/4 miles visibility. The missed approach procedure called for: right climbing turn to 3,000 feet, proceed to the IAF (8 miles south of airport) and hold. Both occupants were killed.

The aircraft was on climbout on an IFR flight plan in VMC conditions when the engine failed. A restart was attempted and the engine ran for a minute or less. Subsequent attempts were unsuccessful. The aircraft was over Lake Michigan and had insufficient altitude to reach the shoreline. A successful water landing was made and the occupants were picked up by the Coast Guard unharmed. Subsequent examination of the engine revealed that the crankshaft had fractured.

On post-production test flight, pilot noted symptoms of uncommanded lean mixture and turned to return for landing. En route to airport, engine lost power completely. On base leg for forced landing (off airport) fire broke out in engine area and burned through hydraulic line causing gear to extend. Due to increased glide angle, planned flight path would not clear obstruction (Draw Bridge). When the pilot maneuvered to avoid the obstacle, the aircraft stalled, mushed and collided with a boat dock. Investigation revealed a loose fuel line fitting. The pilot, sole on board, was seriously injured.

The pilot was flying inbound for the ILS runway 02 approach via the Gardner VOR transition. While on the transition, the aircraft descended below the 4,000 feet msl minimum altitude to 2,600 feet msl. The pilot was alerted by ATC. He responded that his chart read 3,000 feet. The aircraft then climbed above 2,700 feet, but descended again (to 1,500 feet msl) until about 2 miles outside the outer marker. The minimum published altitude to intercept the glide slope was 2,600 feet and the recommended (glide slope) altitude for crossing the outer marker was 2,548 feet. Before reaching the outer marker, the aircraft made an abrupt turn to the southwest, entered a steep descent and crashed in a wooded area. An exam of the aircraft did not disclose any evidence of a malfunction. A flight inspection of the nav aids disclosed satisfactory operation. A post mortem exam was inconclusive to possible physical impairment. The procedure turn altitude for the approach was 3,000 feet, but the Gardner transition did not require a procedure turn. The pilot, sole on board, was killed.