Smith AEROSTAR 601P N104CS

Summary

On 25 January 2002 at about 22:10 local time, a Smith AEROSTAR 601P registered N104CS, operated by Timothy A. Patrick, was involved in an accident near Chittenden, Vermont, United States. 2 people were on board and 2 died. The aircraft was destroyed. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

25 January 2002 at 22:10

Classification

Accident

Location

Chittenden, Vermont, United States

Nearest airport

Rutland State Airport (RUT)

Coordinates

43.8194, -72.8922

Aircraft

Smith AEROSTAR 601P

Registration

N104CS

Category

Airplane

Engines

2

Operator

Timothy A. Patrick

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Johnstown → Rutland

Aircraft damage

Destroyed

Weather

VMC

Light

Night

NTSB number

NYC02FA051

2 people died.

The pilot's failure to maintain aircraft control while holding.

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

Read the full NTSB narrative

The airplane collided with mountainous terrain during approach to the destination airport. While approaching the airport, the pilot requested vectors for a localizer approach to runway 19. Due to traffic, air traffic control (ATC) issued the pilot a holding clearance. The airplane was approaching the holding fix about 8,000 feet, when the pilot advised ATC that the airplane was picking up a little ice. ATC initially offered an amended clearance of 9,000 feet, but the pilot declined. Subsequently, he accepted the clearance and climbed back to 9,000 feet. ATC then told the pilot that after one more airplane had landed, he would be issued an approach clearance. The airplane was about 9,200 feet when the pilot replied "thank you." Review of radar data revealed that the accident airplane made one complete 360-degree turn, and one 270-degree turn on the non-holding side of the published holding pattern. During the two turns, the airplane descended to approximately 8,400 feet, climbed to 8,900 feet, then descended again to 8,300 feet. The two turns were tighter than the expected standard 2-minute turns in a holding pattern, with radii ranging from 0.3 to 0.4 nautical miles and 0.1 to 0.2 nautical miles respectively. Following the two holding turns, no more radio transmissions or radar returns were received by ATC. Examination of the wreckage did not reveal any pre-impact mechanical malfunctions. Another pilot flying in the area reported moderate rime ice at 8,000 feet, but added that he climbed out of the ice and was between cloud layers at 9,000 to 10,000 feet.

Quoted verbatim from the NTSB record.