N57WR

HISTORY OF FLIGHT

On February 1, 2008, about 1128 eastern standard time, a Raytheon Aircraft Company C90A, N57WR, was substantially damaged when it impacted terrain during a missed approach following an instrument approach to the Mount Airy/Surry County Airport (MWK), Mount Airy, North Carolina. The certificated commercial pilot, pilot rated passenger, and four passengers were fatally injured. Instrument meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan had been filed for the flight, which departed Polk County Airport/Cornelius Moore Field (4A4), Cedartown, Georgia. The personal flight was conducted under 14 Code of Federal Regulations (CFR) Part 91.

According to witness statements, rain, low ceilings, and fog were present in the local area. The pilot was first heard to check in on the MWK common traffic advisory frequency (CTAF), and announce “final 36, Mount Airy.” The airplane was then observed to “break out of the clouds” at approximately 500 feet above ground level (agl), in close proximity to the airport, and then descend “rapidly” for about 200 feet. It was then observed to “side step” to the left of the runway, and fly parallel to it for its entire length. The airplane then made a “hard” left turn at the end of the runway and climbed into the “fog.” A few minutes later, it came out of the bottom of the clouds in a nose down attitude, disappeared behind trees east of the airport and the sound of impact was heard.

According to Federal Aviation Administration (FAA) air traffic control (ATC) voice and radar data, the airplane departed 4A4 at approximately 1024 and arrived in the vicinity of MWK approximately 50 minutes later.

After arrival in the local area, the pilot contacted Greensboro Approach (GSO) and advised the controller that he was level at 4,000 feet above mean sea level (msl) on a northeast-bound track toward MWK. The GSO controller then instructed the pilot to maintain 4,000 feet msl until crossing the EDLIF waypoint, fly the Global Positioning System (GPS) approach to runway 36 at MWK, and switch to the CTAF for the airport.

Radar data obtained from the terminal radar approach control facility at GSO contained recorded radar targets for the accident airplane from 1112 until 1128. During the GPS approach to runway 36, the airplane was recorded tracking inbound to the airport. The last radar target on final approach was recorded at 1125:40, at 2000 feet, approximately 1.25 nautical miles (nm) from the runway 36 threshold. No more radar targets were recorded until 1127:49, when the target representing the airplane reappeared on radar on a left base leg at 2300 feet. The target continued to turn left to about a 020-degree heading, overfly the threshold of runway 36 at 2300 feet, and continue on a 020-degree heading for another 14 seconds. The last target was recorded to the east of the airport, .6 nm south of the accident site, at 2,700 feet.

The accident occurred during the hours of daylight. The wreckage was located at 36 degrees, 27.797 minutes north latitude, 80 degrees, 33.042 minutes west longitude, at an elevation of 1,219 feet msl.

PERSONNEL INFORMATION

According to FAA records, the pilot held a commercial pilot certificate with ratings for airplane multiengine land, airplane single engine land, and instrument airplane. He reported 780 total hours of flight experience on his most recent application for a FAA second-class medical certificate, dated August 6, 2007.

According to FAA records, the pilot-rated passenger held a private pilot certificate with ratings for airplane single engine land and instrument airplane. According to pilot records, he had accrued 1082.8 total hours of flight experience. His most recent application for a FAA second-class medical certificate was dated November 9, 2006.

AIRCRAFT INFORMATION

According to FAA and maintenance records, the airplane was manufactured in 2005. The airplane’s most recent manufacturer’s recommended inspection program, phase inspection, was completed on November 9, 2007. At that time the airplane had accrued 799.7 total hours of operation.

METEOROLOGICAL INFORMATION

According to National Weather Service (NWS) analysis charts, a surface occluded/cold front was moving eastward across western North Carolina during the late morning of February 1. Also, the charts indicated that a warm front over southern/eastern North Carolina was moving northward. A low-level cold wedge was situated between the fronts over north-central North Carolina (including MWK). The cold wedge was characterized by light easterly/northeasterly low-level flow near the surface and a strong inversion at about 5,000 feet. At and above the inversion, strong southerly-south southwesterly winds with speeds exceeding 50 knots were indicated over central North Carolina.

Widespread IFR conditions with scattered rain and drizzle were prevalent in the cold wedge.

Cloud Conditions on Approach

Infrared satellite images for the nominal times of 1110 and 1132 indicated cloud-top radiative temperatures in the vicinity of MWK ranged between +4 and –6 degrees Celsius (C). Upper air data implied cloud tops in this temperature range were 7,200 and 13,000 feet msl.

Surface Weather Conditions

An Automated Weather Observing System-3 (AWOS-3) recorded and disseminated official weather observations at MWK.

A weather observation taken about 3 minutes before the accident included: calm winds, visibility 2 and 1/2 miles in drizzle, overcast clouds at 600 feet, temperature 1 degrees C, dew point 0 degrees C, and an altimeter setting of 29.90 inches of mercury.

A weather observation taken about 13 minutes after the accident included: calm winds, visibility 2 and 1/2 miles in heavy drizzle, broken clouds at 300 feet, overcast at 600 feet, temperature 1 degrees C, dew point 0 degrees C, and an altimeter setting of 29.90 inches of mercury.

A review of surrounding weather observations by a NTSB meteorologist and post-accident certification of the equipment indicated that the AWOS-3 was reporting current weather conditions within the design specifications of the system.

AIRPORT INFORMATION

According to the Airport Facility Directory, MWK was a public use airport. It had one runway, oriented in an 18/36 configuration. Runway 36 was asphalt, in good condition. It was 4,300 feet long by 75 feet wide. The runway had non-precision markings that were in good condition. It was equipped with runway end identifier lights, medium intensity runway edge lights, and a 2-light precision approach path indicator.

FLIGHT RECORDERS

During examination of the wreckage, it was discovered that the airplane was equipped with an L-3 Communications FA 2100-1010 Cockpit Voice Recorder (CVR). Examination of the recorder by the NTSB's vehicle recorders laboratory revealed that the CVR had recorded 31 minutes and 3 seconds of useable audio.

The following is a summary of the recorded events:

The recording began at 10:57:23, prior to the pilot being cleared for the approach. Review of the audio revealed that the private pilot passenger who was seated in the front right seat of the airplane was assisting the pilot during the flight.

At 10:57:49, a discussion ensued between the pilot and pilot-rated passenger regarding a possible diversion if needed to another airport that was 25 miles from MWK. At that time the pilot asked the pilot-rated passenger if he remembered how to shoot an instrument landing system (ILS) approach in “this thing.”

At 10:58:08, the pilot rated passenger advised him that he thought he could.

At 11:00:58, the pilot began to sing to the passengers, "Save my life I'm going down for the last time." This continued until 11:01:22, when the pilot began a commentary to the passengers stating, "If anybody back there believes in the good Lord, I believe now would be a good time to hit your knees."

Shortly after, the pilot began a descent to 11,000 msl.

At 11:03:32, the pilot commented to the pilot-rated passenger, “let’s slow down a little bit.” This was followed by the pilot advising the pilot rated passenger that if he reduced power anymore, it would scare his passengers.

At 11:05:40, the pilot and pilot-rated passenger received the weather via the AWOS. The weather they received at that time was: wind calm, visibility 3 miles in heavy drizzle, overcast ceiling at 600 feet, temperature 1 degree C, dewpoint –1 degree C, and altimeter 29.91 inches of mercury.

At 11:06:25, the pilot stated, “you watch ‘em – you watch this ice for me,” as the windshield was beginning to accrete ice.

At 11:06:47, the pilot-rated passenger reminded the pilot to set his altimeter to the reported barometric pressure.

At 11:06:58, the pilot advised the pilot-rated passenger that the ice was melting off the airplane.

Moments later, the pilot was instructed by ATC to descend at pilot’s discretion to 6,000 feet.

At 11:09:08, the pilot requested the pilot-rated passenger to help “make sure we’re set up,” and to “read me off.”

At 11:09:13, the pilot-rated passenger began to brief the GPS runway 36 approach procedure.

At 11:11:28, the pilot-rated passenger asked the pilot, “Do you want to go ahead and slow down a little bit?” The pilot replied that he was at 160 knots and that he did not want to slow further do to ice.

Shortly after, the pilot was cleared to descend to 4,300 feet.

At 11:15:58, the pilot began to talk about the simulator and ground training he received. This continued until 11:17:03 at which time the pilot was cleared to descend to 4,000 feet.

At 11:17:37, the pilot was cleared for the “GPS runway three six approach, Mount Airy.”

At 11:17:57, a conversation between the two pilots began regarding the approach and what altitudes they could descend to as they reached each designated navigational fix on the approach.

At 11:22:17, the pilot advised the pilot rated passenger to “have that missed approach thing ready.”

At 11:22:32, a sound similar to f...