Swearingen SA227 Metro III

The aircraft was operating as Continental Express flight 2286. During the approach in IFR conditions, the aircraft went below the minimum descent altitude then struck the terrain at 7,180 feet msl. Examination of the aircraft did not disclose any pre-impact failures or system malfunctions. The evidence indicated that the copilot was flying the airplane during the approach. Evaluation of the radar data showed an excessive rate of descent before the collision with terrain. Postmortem toxicological examination showed that the captain had used cocaine prior to this flight. The safety board concluded that this use had adversely affected his ability to monitor the unstabilized approach flown by the copilot. Records of both crewmembers revealed prior traffic violations and accidents, and, in the case of the captain, a previous aircraft accident. Evaluation of the weather conditions indicated that a 10 to 15 knot tailwind condition existed throughout the approach.

Check pilot was conducting captain proficiency check on another company pilot (pic) under dark night conditions. Subsequent to full stop landing on runway 25, takeoff checklist was recited. PIC commenced takeoff on runway 07. Check pilot simulated V1 engine cut after liftoff. PIC was unable to accelerate to V2, climb, or maintain directional control. Aircraft levelled off, air speed began to decay and aircraft drifted to the right. Check captain failed to take control or terminate engine cut simulation as evolution deteriorated. Aircraft collided with ILS glideslope tower marked by red obstruction lights. Loss of control followed when right wingtip/aileron separated. Aircraft then impacted ground and slid to a stop. Takeoff flap position should be 1/4. Both flaps found near 1/2 flap extended position. Handle found in 1/2 flap detent. Performances charts show aircraft able to reach V2 at 50 feet altitude in 6,500 feet roll, then +575 fpm climb (vyse) at acc wt.

During arrival, at 0540:31, the captain was cleared for an rnav runway 05 approach and was told to contact London FSS on 121.6 mhz, 'now.' However, he did not make the radio call until approximately 3 minutes later. The aircraft broke out of the weather at about 1,000 feet and 1 mile from the airport (before the radio call). At that time, the runway lights were not on. The captain then advised the FSS to turn on the runway lights and he made a left pattern to circle back and land. During the next approach, the aircraft was high and fast on final approach and touched down long. The 1st officer recommended that the captain make a go-around, but the captain elected to continue the landing. When the captain realized that he would not be able to stop on the remaining runway, he retracted the gear. The aircraft then slid off the end of the runway, went over an embankment, became airborne for about 140 feet, then impacted in a large ravine area. The weight manifest was found to be in error. After allowing for a 500 lb fuel burnoff, the landing weight was estimated to be 14,668 lbs. The max gross weight limit was 14,500 lbs. All three occupants were injured.

At 1906 the flight was cleared to descend and maintain 7,500 feet, turn right to a heading 040 for an ASR approach to Pueblo Memorial Airport, and that the MDA is 5,200 feet. The flight read back "left to one forty five two zero zero." Approach control advised the flight that the heading was 040 and the flight acknowledged. There were no further communications with the flight. The aircraft was travelling in excess of an estimated 200 mph when it struck tundra in level flight on a heading of about 040. The copilot's autopsy revealed that the trachae, bronchi, and lungs contained aspirated gastric contents, including skeletal muscle fibers. Another company pilot reported that the copilot had vomited during a flight on November 14, 1982.