Beechcraft C24R N6625P

Summary

On 7 March 1996 at about 23:36 local time, a Beechcraft C24R registered N6625P, operated by Robert W. Schmelzer, was involved in an accident near Philadelphia, Pennsylvania, United States. One person was on board and one was seriously injured. The aircraft was destroyed. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

7 March 1996 at 23:36

Classification

Accident

Location

Philadelphia, Pennsylvania, United States

Nearest airport

Northeast Philadelphia

Coordinates

40.0406, -75.0702

Aircraft

Beechcraft C24R

Registration

N6625P

Category

Airplane

Engines

1

Operator

Robert W. Schmelzer

Operating rule

Part 91: General Aviation

Purpose of flight

Business

Phase of flight

Not recorded

Route

Frederick → Teterboro

Aircraft damage

Destroyed

Weather

IMC

Light

Night/Dark

NTSB number

NYC96LA071

1 person was seriously injured.

the pilot's improper planning/decision, and his resultant flight into known icing conditions, which resulted in ice accumulation, loss of engine power, a forced landing, and subsequent collision with a residence and a vehicle. A factor relating to the accident was: the adverse weather (icing) condition.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The pilot received a preflight weather briefing and was advised of precautions for occasional moderated mixed and rime icing, as well as isolated severe mixed and clear icing, along the route of flight. En route, he encountered icing conditions and ice accretion on the aircraft. Manifold pressure began decreasing, and the pilot was unable to maintain altitude. Subsequently, he made a forced landing in a residential area, and the airplane struck a house and a car. The pilot stated, 'At 5000 feet, I expected to be above the freezing level, due to a temperature inversion, this was the case until I reached the Philadelphia area, I then encountered light mixed icing on the leading edges...Subsequently my manifold pressure dropped to 21 inches, and I began to lose altitude...Although I expected to receive an increase in manifold pressure on my descent, none occurred. At about 2000 feet, I felt that I could not make (a nearby airport) and declared a mayday. I was maintaining 95 knots.' Postaccident examination of the airplane included an functional check of the engine in a test cell. The engine operated rich below 1800 RPM, and takeoff power was achieved. No mechanical discrepancies were noted with the airplane.

Quoted verbatim from the NTSB record.