Coatesville-Chester County-G. O. Carlson

The pilot-in-command (PIC) of the of the airplane was the flight department's chief pilot, who was in the right seat and monitoring the approach as the non-flying pilot. The second-in-command (SIC) was a captain for the flight department, who was in the left seat and the flying pilot. On arrival at their destination, they were vectored for an instrument-landing-system (ILS) approach to a 6,001-foot-long runway. Visibility was 1-1/4 miles in rain. The autopilot was on and a coupled approach was planned. After the autopilot captured the ILS, the airplane descended on the glideslope. The PIC announced that the approach lights were in sight and the SIC stated that he also saw the lights and disengaged the autopilot. The SIC turned on the windshield wipers and then lost visual contact with the runway. He announced that he lost visual contact, but the PIC stated that he still saw the runway. The SIC considered a missed approach, but continued because the PIC still had visual contact. The PIC stated, "I have the lights" and began to direct the SIC. He then "took over the controls." The airplane touched down, the speed brakes extended and, approximately 1,000 feet later, the airplane overran the runway. The PIC stated that he was confused as to who was the PIC, and that he and the SIC were "co-captains." When asked about standard operating procedures (SOPs), the PIC advised that they did not have any. They had started out with one pilot and one airplane, and they now had five pilots and two airplanes. The PIC later stated that they probably should have gone around when the flying pilot could not see out the window. The PIC added that the windshields had no coating and did not shed water. One year prior, while flying in rain, his vision through the windshield was blurred but he did not report it to their maintenance provider. Manufacturer's data revealed that the windshield was coated to enhance vision during rain conditions. The manufacturer advised that the coating might not last the life of the windshield and provided guidance to determine both acceptable and unacceptable rain repellent performance.

While operating in IMC, the pilot was vectored to the final approach course for an ILS approach. Weather at the airport was ceiling 200 feet and visibility 3/4 mile in mist. The pilot was cleared for the approach, which he acknowledged. No other transmissions were received from the accident airplane. Radar data showed the airplane intercept the final approach course, then track inbound. The airplane crossed the outer marker 420 feet below the glide slope. The last radar return showed the airplane at 440 feet agl, 3.9 miles from the runway. The airplane impacted the ground at a shallow angle about 1 mile north of the airport on the opposite side of the missed approach procedure. The elevation of the accident site was approximately 40 feet lower than the airport. The pilot had about 350 hours of total flight
experience. No pre-impact failures were identified with the airframe, engines, flight controls, or flight instruments.

As the aircraft was climbing thru 19,000 feet at night, the #2 generator (gen) light came on. The flight crew noted there was no output from the #2 gen and it would not reset. They then checked the #1 gen voltage and noted it was 14 to 15 volts. The crew reduced the electrical load; however, about 5 minutes later, the batteries became discharged and there was a total loss of electrical power. Using a flashlight, the crew diverted to the Chester County Airport which had a 4,600 feet runway. The gear was extended with the emergency system. The elevator trim was inoperative, so both pilots applied back pressure on the yoke to overcome the nose down tendency. After landing about 1/4 of the way down the runway, the crew tried to use the thrust reversers, but the reversers were inoperative. Subsequently, the aircraft continued off the side and beyond the end of the runway, hit a wooden beam and a snowbank, then came to rest in a ditch. An investigation revealed a shaft failure of the #2 gen (starter/gen) and worn brushes in the #1 gen. With total electrical failure, the following were also inoperative: wing flaps, anti-skid, capt's airspeed indicator and altimeter, nose wheel steering, cockpit lighting.

Aircraft was on its runway 29 approach when it collided with ground one mile from the airport. A witness saw he aircraft fly over the airport to the west between 500 to 1,500 feet. Witnesses near the accident site saw the aircraft making abrupt maneuvers at low altitude prior to the accident. Engine sounds was described as 'racing', 'uneven', and 'loud'. Weather condition was described as fog, low ceiling, and light rain. Another pilot in same type aircraft was unable to land due to weather. Examination of the aircraft did not disclosed evidence of malfunction. Flight approach navaid facilities flight checked to be operational. There was no evidence of pilot physical impairment or incapacitation. The aircraft collided with the ground in a near vertical attitude. All four occupants were killed.