Ithaca-Tompkins

While departing from the airport, with the second-in-command (SIC) at the controls, the airplane impacted a fence, and subsequently the ground about 1,000 feet beyond the departure end of the runway. A witness on the ramp area south of the runway, stated that he heard the engines spool up; however, due to the fog, he could only see the strobe lights on the airplane. He then observed the airplane rotate about 3,500 feet from the departure end of the runway and begin to climb at a steep angle, before losing sight of it when it was about 150 feet above ground level. The weather reported, at 0550 was, calm winds; 1/2 statute miles of visibility, fog; overcast cloud layer at 100 feet; temperature and dew point of 17 degrees Celsius. Excerpts of the cockpit voice recorder (CVR) transcript revealed that the flightcrew discussed the prevailing visibility at the airport on numerous occasions, and indicated that it appeared to be less than one mile. Examination of the wreckage revealed no anomalies with the airframe or engines. According to the FAA Instrument Flying Handbook, "Flying in instrument meteorological conditions (IMC) can result in sensations that are misleading to the body's sensory system...A rapid acceleration, such as experienced during takeoff, stimulates the otolith organs in the same way as tilting the head backwards. This action creates the somatogravic illusion of being in a nose-up attitude, especially in situations without good visual references. The disoriented pilot may push the aircraft into a nose-low or dive attitude."

The single engine airplane departed with two pilots, two passengers, baggage and equipment. At takeoff, the airplane was 955 pounds over the maximum allowable gross weight, and 2 inches beyond the aft c.g. Limit. After 4 hours of flying, the pilot elected to divert to another airport, due to icing conditions. During the descending left turn from base leg to final approach to runway 22, the airplane dropped, struck the ground, and slid 250 feet. The wings were separated from the airplane during the ground slide by two trees. A satisfactory postaccident engine run was completed. The airplane was calculated to be about 600 pounds over the maximum landing weight, and 2 inches beyond the aft c.g. Limit. The air induction lever was in the primary position, and not the required alternate position for icing conditions. The propeller and stall warning heat switches were off. The airplane had been flying in light freezing rain, which the poh stated should be avoided. Severe mixed icing was reported 25 miles northwest of the airport. Winds at the airport were from 150 degrees at 10 knots, gusting to 16 knots. Both pilots were killed and both passengers were seriously injured.

At the time of the accident, gusty winds were forecast for the surface to higher altitudes. The copilot was flying and configured the airplane about four miles out for landing on runway 24. The flightcrew received progressive wind information during the approach; the last report was wind at 310° and 25 knots. The approach speed was v ref + 10. According to the flightcrew, during the landing flare a wind gust occurred, and the airplane lifted in a nose down attitude. The gust stopped and then the airplane descended to the runway and landed hard. The examination of the airplane revealed the fuselage cracked near where the wings were attached and the aft fuselage was bent down about 7°. Two passengers were seriously injured.

The pilot stated that he was utilizing the autopilot and flight director to execute the ILS approach to runway 32. The autopilot was tracking the localizer while the pilot controlled the rate of descent along the glideslope with pitch command wheel on the autopilot, using the command bars as a steering reference in addition to the raw data glideslope needle on the hsi. All seemed normal, according to the pilot, until the aircraft struck trees about 450 feet above airport elevation two miles short of the runway and came to rest on the localizer centerline. A zero feet ceiling with an eighth mile visibility existed at the airport. During the investigations, it was determined that the 1000 a ifcs will not provide vertical steering commands as operated by the pilot, but is driven by the pitch wheel. This is not specifically stated in the poh. The pilot had flown extensively with the 800 series ifcs which will provide the expected steering commands. Extensive damage precluded a functional test of the raw data glideslope needle. Both occupants were slightly injured.

The airplane crashed while attempting an approach to Tompkins County Airport, Ithaca, New York, an en route stop from schedule flight 141 from Utica to Washington DC. The flight crew had contacted Elmira approach control and had received instructions for an instrument landing system (ILS) approach to runway 32 at Tompkins County Airport. About 07:40 EST, the copilot declared an emergency stating that the airplane had a landing flap problem; he later stated that only one flap was down. He also stated that they were not able to maintain altitude and that the airplane was descending. Elmira approach lost radar contact with the airplane about 07:41 EST; the last radio transmission from the flight was recorded about 07:45 EST. The airplane crashed in a wooded area near three suburban residences. The pilot and copilot, the only persons aboard, were killed. There were no injuries to personnel on the ground. The airplane was destroyed by impact and post impact fire.