State College-University Park

The commercial pilot was completing an instrument flight rules air taxi flight on a route that he had flown numerous times for the customer on board. Radar and voice communication data revealed that the airplane was vectored to the final approach course for the precision approach and was given a radio frequency change to the destination airport control tower frequency. The tower controller issued a landing clearance, which the pilot acknowledged; there were no further communications with the pilot. Weather conditions at the airport at the time of the accident included an overcast ceiling at 300 ft with 1 mile visibility in mist. The wreckage was located in densely-wooded terrain. Postaccident examination revealed no evidence of any mechanical malfunctions or anomalies that would have precluded normal operation. The wreckage path and evidence of engine power displayed by numerous cut tree branches was consistent with a controlled, wings-level descent with power. A radar performance study revealed that, as the airplane crossed the precision final approach fix 6.7 nautical miles (nm) from the runway threshold, the airplane was 800 ft above the glideslope. At the outer marker, 5.5 nm from the runway threshold, the airplane was 500 ft above the glideslope. When radar contact was lost 3.2 nm from the threshold, the airplane was about 250 ft above the glideslope. Although the airplane remained within the lateral limits of the approach localizer, its last two recorded radar returns would have correlated with a full downward deflection of the glideslope indicator in the cockpit, and therefore, an unstabilized approach. Further interpolation of radar data revealed that, during the last 2 minutes of the accident flight, the airplane's rate of descent increased from 400 ft per minute (fpm) to greater than 1,700 fpm, likely as a result of pilot inputs. During the final minute of the flight, the rate decreased briefly to 1,000 fpm before radar contact was lost. The company's standard operating procedures stated that, if a rate of descent greater than 1,000 fpm was encountered during an instrument approach, a missed approach should be performed. The airplane's relative position to the glideslope and its rapid changes in descent rate after crossing the outer marker suggest that the airplane never met the operator's stabilized approach criteria. Rather than executing a missed approach procedure as outlined in the company's operating procedures, the pilot chose to continue the unstabilized approach, which resulted in a descent into trees and terrain. It is unlikely that the pilot's well-controlled diabetes and effectively treated sleep apnea contributed to the circumstances of this accident. However, whether or not the pilot's multiple sclerosis contributed to this accident could not be determined.

The accident airplane was on an instrument landing system (ILS) approach to land, when witnesses reported seeing it spinning in a nose down, near vertical attitude before it collided with the ground. The accident site was about 3 miles from the approach end of the intended runway. A review of radar data disclosed that the private pilot had difficulty maintaining altitude and airspeed while on final approach, with significant excursions above and below the glidepath, as well as large variations in airspeed. Interviews with other pilots in the area just prior to and after the accident revealed that icing conditions existed in clouds near the airport, although first responders to the accident site indicated that there was no ice on the airplane. Post accident inspection of the airplane, its engine and flight navigation systems, discovered no evidence of preimpact anomalies. An analysis of the airplane's navigation system's light bulbs, suggests that the pilot had selected the GPS mode for the initial approach, but had not switched to the proper instrument approach mode to allow the autopilot to lock onto the ILS.

The instrument rated pilot was en route to pick up cargo. He received three preflight weather briefings earlier that indicated snow, mountain obscuration, and low visibility. He reported, 'seeing the lights of university,' and requested a contact approach. He also said that if he could not get in, he would make an ils approach. When the airplane was 4 miles south of the airport, the New York air traffic controller cleared the pilot for a contact approach to runway 24. A witness reported hearing a low flying airplane. He stated that it was snowing heavily and he saw the tail light of an airplane briefly through the snow. He also reported that a snow squall was in the area at the time. Shortly afterward, he heard what was later determined to be the sound of the collision. Search personnel located the wreckage 3.3 miles south of the airport on top of mount nittany which was about 2000 feet high. The pilot, sole on board, was killed.

The aircraft was observed flying at low altitude along about a 5 mile distance. Some witnesses described the aircraft altitude as just above treetops. Witness heard engine sounds and saw lights on the aircraft. The aircraft flight was on a southeast direction before it collided with rising terrain at a height of about 1,250 feet. The wreckage was scattered along a distance of 375 feet and oriented on a 160° magnetic heading. The destination, Pittsburgh, is located southwest of the departure point, State College. Evidence of aircraft malfunction was not disclosed. The aircraft had 1,902 lbs of cargo including 65 lbs of dry ice which was contained in styrofoam boxes. Autopsy and toxicological findings were negative. The pilot flew nightly, from State College to Pittsburgh and returned the following morning. He operated a business during the day. Witnesses stated the pilot was well rested and in good spirits before the flight.

After takeoff from State College-University Park, while in a local training flight, one of the engine failed. The pilot lost control of the airplane that stalled and crashed, bursting into flames. The pilot, sole on board, was killed.

Shortly after takeoff from runway 24 at Teterboro Airport, while climbing, one of the engine caught fire after the exhaust pipe separated. The pilot lost control of the airplane that crashed in flames in Carlstadt, less than 1,2 mile from the runway end. The aircraft was destroyed and all three occupants were killed.