N587C

HISTORY OF FLIGHT

On December 9, 2004, at 1710 central standard time, a Piper PA-32R-301T, N587C, owned and piloted by an instrument-rated private pilot, was substantially damaged during an in-flight collision with a fence and terrain approximately 1 nautical mile (nm) northwest of Glenwood Municipal Airport (GHW), Glenwood, Minnesota. The personal flight was operating under 14 CFR Part 91 on an instrument flight rules (IFR) flight plan. Instrument meteorological conditions prevailed at the time of the accident. The pilot and passenger sustained fatal injuries. The accident flight departed Mount Vernon Airport (MVN), Mount Vernon, Illinois, about 1340.

The accident pilot contacted the Miami Automated Flight Service Station (AFSS) about 0615 on the morning of the accident. He proceeded to file three IFR flight plans. The first was from Page Field Airport (FMY), Ft. Myers, Florida, to Southwest Georgia Regional Airport (ABY), Albany, Georgia. The second was from ABY to MVN, and the third was from MVN to GHW.

The pilot was provided with weather conditions for the first and second flights. Due to a tornado watch and convective Significant Meteorological Information (SIGMET) weather advisories effective for the route of flight from ABY to MVN, the pilot declined further weather information for the third flight (MVN-GHW) at that time.

About 0945, the pilot contacted the Macon AFSS and requested an abbreviated weather briefing for the route of flight from ABY to MVN. He was provided updated weather conditions for that route of flight. The pilot did not mention a planned flight from MVN to GHW to the briefer. No weather information related to that flight was provided.

No contacts, either on the ground or in-flight, were made with any AFSS along the route of the accident flight. This included Kankakee, St. Louis, Ft. Dodge and Princeton AFSS.

The FAA provided air-to-ground communications between the accident pilot and air traffic control (ATC) facilities, as well as radar track data for the accident flight. The radar track data was processed and plotted by the NTSB. Copies of all available FAA ATC transcripts and the NTSB plots of FAA radar data are included with the docket material associated with this accident file.

At 1342, the pilot contacted Kansas City Air Route Traffic Control Center (ARTCC) and reported that the flight was airborne off of MVN. The flight was subsequently cleared to GWH at an altitude of 10,000 feet mean sea level (msl). Control of the flight was handled through multiple FAA ATC facilities during the en route portion of the flight.

About 1550, responsibility for ATC services was transferred to the Minneapolis ARTCC. The flight was operating at 10,000 feet msl at that time. Minneapolis ARTCC provided ATC services throughout the remainder of the flight.

At 1637, the controller instructed the pilot to descend and maintain 6,000 feet msl. At 1641, the controller issued a clearance to descend to 4,000 feet msl at pilot's discretion. The pilot replied that he wished to stay at 6,000 feet in order to stay "out of the clouds here [until] the last minute [due to] possible icing." The controller replied that the flight could remain at 6,000 feet and reissued the clearance to descend to 4,000 feet msl at pilot's discretion.

At 1649, the pilot reported accumulating a "fair amount" rime and mixed ice at 6,000 feet. He requested and was cleared to climb to 7,000 feet msl. When asked he characterized the icing intensity as "light." He estimated the cloud tops were about 6,200 feet msl.

At 1659, the pilot stated that he was planning the global positioning system instrument approach to runway 33 (GPS RWY 33) at GHW and requested radar vectors. He also requested that the flight remain at 7,000 feet msl as long as practical due to icing. The controller replied that radar vectors for the approach at GHW could not be provided because radar coverage was not available in that area at lower altitudes. The controller also noted that descent was at the pilot's discretion. The plotted radar track data indicated that the flight was approximately 19 nm southeast of GHW at that time.

The minimum altitude for radar coverage in the vicinity of GHW was typically 4,000 feet msl, according to the FAA.

Radar data indicated that the aircraft began a descent out of 7,000 feet msl about 1703:08 (HHMM:SS). The flight was approximately 9 nm south-southeast of GHW at that time.

The radar data plot depicted the aircraft's flight path intercepting the GPS RWY 33 approach course at 1703:48, at an altitude of 6,800 feet msl. According to the radar data, the flight crossed the final approach fix, located 5 nm from the runway, at 1705:18, at an altitude of 6,000 feet msl. The published minimum crossing altitude was 3,000 feet msl.

At 1706:33, the controller cleared the flight for approach to GHW and requested the pilot report being established on the approach. The pilot acknowledged the approach clearance and reported established on the approach at that time. The controller authorized the pilot to change to the airport advisory frequency. The pilot acknowledged that instruction at 1706:54. No further communications were received from the accident aircraft.

Final radar contact with the accident flight was at 1706:59 at 4,000 feet msl. The flight's position at that time was approximately 2 nm south-southeast of GHW. Radar contact was not reestablished with the aircraft.

A witness to the accident reported that she was in the front yard of her residence, which was located approximately 1 nm northwest of GHW. She stated that she heard the airplane prior to being able to see it. She noted that it sounded as if it was at a low altitude. She reported that she spotted the airplane's light. She stated that it approached from the north, appeared to dive down and impact the ground. She noted that it was completely dark at the time and recalled weather conditions as "misty and foggy."

According to the published procedure, an aircraft flying the GPS RWY 33 approach to GHW must cross the final approach at a minimum altitude of 3,000 feet msl and commence a descent to the minimum descent altitude (MDA). The MDA for a straight-in approach to runway 33 was 1,760 feet msl, or 372 feet above ground level (agl). The MDA for a circling approach was 1,820 feet msl, or 427 feet agl. A flight visibility of 1 statute mile (sm) was required for landing under both conditions.

PERSONNEL INFORMATION

The pilot held a private pilot certificate with airplane single-engine land and instrument airplane ratings, which was issued on June 29, 2001. The pilot was issued a third-class airman medical certificate with no restrictions or limitations on July 17, 2003.

The pilot had logged 710.9 hours total flight time and 684.6 hours in the same make and model as the accident aircraft. He had logged 93.1 hours in the accident airplane. Logged night flight time was 19.1 hours. The most recent night flight time was logged as 2.0 hours on October 21, 2003. Total instrument flight time was 84.5 hours with 2.8 hours logged within the previous 90 days.

The pilot's most recent flight review endorsement was dated August 22, 2003. The logbook contained a complex airplane endorsement dated August 7, 2000, and a high performance airplane endorsement dated August 13, 1999.

A separate flight log in the form of a single, tabulated sheet of paper was recovered at the accident site. It listed a flight on November 28, 2004, from GHW to ANE, which was 1.5 hours in duration. The log indicated the ending hour meter time was 337.7. The last line indicated a flight from GHW to MVN to ABY to FMY on December 5, 2004. No flight or hour meter times were noted for that flight.

AIRCRAFT INFORMATION

The accident airplane was a 2003 Piper PA-32R-301T Saratoga, serial number 3257324. The airplane was a single-engine, low wing design with a retractable tricycle landing gear configuration.

The airplane was powered by a 300-horsepower Lycoming TIO-540-AH1A engine, serial number L-11377-61A. The engine was a six-cylinder, turbocharged, fuel injected arrangement.

According to maintenance logbooks, an annual inspection was completed on October 4, 2004, at 317.1 hours. The static system, altimeter, transponder and altitude encoder were inspected on June 3, 2003, at 16.0 hours with no discrepancies noted.

The airplane was issued an airworthiness certificate on April 28, 2003, as a new aircraft. The accident pilot purchased the airplane on April 14, 2004.

METEOROLOGICAL INFORMATION

The GHW Automated Weather Observing System (AWOS) recorded, at 1655: Overcast clouds at 200 feet above ground level; visibility 1-1/4 statute miles in mist; wind from 050 degrees at 8 knots; temperature and dew point 02 degrees Celsius; and altimeter setting 29.68 inches of Mercury.

Review of recorded AWOS observations throughout the day at GHW indicated that ceilings were 200 feet agl overcast with visibilities less than 2 sm at each observation from 0055 and continuing through the time of the accident. Restrictions to visibility included fog, mist and light snow.

A terminal forecast for GHW was not normally issued. Terminal forecasts for Chandler Field Airport (AXN), Alexandria, Minnesota, located 14 nm north of GHW, are noted below.

Alexandria (AXN) Terminal Forecast, issued at 1121:

Conditions forecast at 1200, overcast clouds at 300 feet agl and 1 sm visibility in mist, temporarily vertical visibility 100 feet agl and lateral visibility 1/4 sm in light rain, snow and fog;

Conditions forecast at 1500, overcast clouds at 300 feet agl and 2 sm visibility in light snow and mist, temporarily vertical visibility of 100 feet and lateral visibility of 3/4 sm in light snow and mist.

Alexandria (AXN) Terminal Forecast, issued at 1339:

Conditions forecast at 1400, overcast clouds at 100 feet agl and 1/4 sm visibility in fog, temporarily 300 feet agl overca...