Dayton-James M. Cox

The pilot was conducting a cargo flight in night instrument meteorological conditions, and was cleared for the ILS Runway 6L approach. The pilot reported that he was established on the localizer, and the control tower stated that the touchdown and mid-point "RVR" was 1,800 feet, and the roll-out "RVR" was 1,600 feet. The pilot also was instructed, and acknowledged, to make a right turn off the runway, after landing. There were no further communications from the airplane. The airplane's last radar target was observed at an altitude of 1,200 feet msl, and a ground speed of 130 knots. The airplane impacted trees, and came to rest inverted on airport property, on a bearing of 053 degrees, and a distance of 1/2 mile to the runway. Examination of the airplane did not reveal any pre-impact mechanical failures. A weather observation taken at the airport about the time of the accident included, winds from 140 degrees at 9 knots, 1/8 mile visibility, runway 06L visual range variable between 1,800, and 2,000 feet in fog, vertical visibility 100 feet, and a temperature and dew point 54 degrees F. The airport elevation was 1,009 feet msl. Review of the approach diagram for the ILS Runway 6L approach revealed a decision height of 1,198 feet msl, and an approach minimum of 1,800 feet runway visual range (RVR), or 1/2 mile visibility. The pilot had accumulated about 3,800 hours of total flight experience, which included about 350 hours in the same make and model as the accident airplane, and 250 total hours logged in instrument meteorological conditions.

During night cargo operation, check captain (right seat) was evaluating the 1st officer (f/o, left seat) for possible upgrade to captain. Before departing, flight was cleared for right turn after takeoff to 020°. Takeoff began at 0441:11. Water/methanol injection was used (to 1st power reduction). At 0441:49, landing gear was retracted; 8 seconds later 1st power reduction was made, then a frequency change was approved. Captain noted they should climb to 1,500 feet msl (approximately 500 feet agl) before turning. At about 300 feet agl, aircraft entered overcast and began a steep right turn. CVR indicated captain was performing cockpit duties at this time and giving info to f/o about the departure. FDR showed aircraft reached max alt of 423 feet agl and began descending. At 0442:22, captain remarked to f/o, 'don't go down . . . Get up . . . Up up up . . . Up, oh!' At about that time, aircraft hit in an open field, but continued flying for approximately 3/4 mile. It then hit a tree and crashed in a wooded area. Investigation revealed that during several training flights and 2 check flights, the f/o demonstrated difficulty in performing instrument flight due to disorientation, narrow focus of attention, or lack of instrument scan (instrument fixation), especially during high task workload. Both pilots were killed.

The aircraft involved was experimentally configured with 4-bladed props and was on a test flight to determine handling characteristics following a throttle chop to idle power at 50 feet agl. This maneuver had been accomplished twice on the test flight without incident. On the third landing, the pilot later stated, that he retarded the throttles more briskly than on previous approaches. Observers on the plane and on the ground then saw a yaw and a wing drop. The right gear struck the runway first, followed by the left and nose gears. All three gear then sheared off. The aircraft slid to a stop off the runway 975 feet from initial impact. A postaccident teardown of the props revealed no preexisting misadjustments or abnormalities.