Beechcraft 95-B55 N1832N

Summary

On 27 October 2006 at about 03:12 local time, a Beechcraft 95-B55 registered N1832N was involved in an accident near Lawrenceville, Illinois, United States. One person was on board and one died. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

27 October 2006 at 03:12

Classification

Accident

Location

Lawrenceville, Illinois, United States

Nearest airport

Lawrenceville-Vincennes Intl (LWV)

Coordinates

38.8022, -87.5897

Aircraft

Beechcraft 95-B55

Registration

N1832N

Category

Airplane

Engines

2

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Unknown

Phase of flight

Not recorded

Route

Indianapolis → Lawrenceville

Aircraft damage

Substantial

Weather

IMC

Light

Night

NTSB number

CHI07FA009

1 person died.

The improper judgment by the pilot to conduct a flight to, and execute an approach to, an airport with weather conditions that were below the required minimums. Also causal was the pilot's continued descent below the approach minimum descent altitude. Contributing factors were the below approach landing weather minimums, the night light conditions, and the lack of a planned alternate airport by the pilot.

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

Read the full NTSB narrative

The airplane was operating on an instrument rules flight plan when it impacted trees and terrain during a non precision approach to the destination airport in night instrument meteorological conditions. About 1 1/2 hours before the accident, the pilot received a weather briefing that indicated expected sky conditions along the route were overcast 300-600 feet above ground level (AGL) and a present sky condition at the destination airport of an overcast ceiling at 400 feet AGL. The pilot did not file an alternate airport as required by Federal Aviation Regulations which require that the ceiling be at least 2,000 feet AGL for at least 1 hour before and for 1 hour after the estimated time of arrival. Sky conditions at the destination airport remained unchanged at the time the airplane was cleared for the approach. The approach minimum, for an aircraft with DME capability, was 410 feet above touchdown elevation. Radar track data for the airplane approach profile was consistent with a controlled approach. The wreckage path through the tree was consistent with a level flight attitude in a direction along the inbound approach course. Additionally, the airplane was configured with the landing gear extended and the flaps extended to 15 degrees, a configuration consistent with an initial approach configuration. No anomalies were noted with the airplane that would have precluded normal operation. Advisory Circular information cites the operation pitfalls in aeronautical decision making of "Get-There-Itis" and Duck-Under Syndrome." The pilot received an Authorization For Special Issuance Of A Medical Certificate, which stipulates the following conditions for its validity, "You must promptly report any adverse changes in your medical condition or medications to the FAA Medical Appeals Section, AAM-313. You are cautioned to abide by Title 14 of the Code of Federal Regulations (CFR's), Section 61.53, relating to physical deficiency, medication, or treatment. Because of your cardiac history, operation of aircraft is prohibited at any time new symptoms or adverse changes occur or if you experience side-effect, or require a change in medication." The pilot was reportedly having palpitations for 20 minutes at a time for the two months prior to the accident and noted being "tired" within a week of the accident, but there is no evidence that he sought medical treatment for the fatigue or palpitations. The investigation could not determine if the pilot's physical condition was a factor in the accident flight.

Quoted verbatim from the NTSB record.