Dombroski Frank VANS RV-10 N10FD

Summary

On 21 February 2013 at about 23:08 local time, a Dombroski Frank VANS RV-10 registered N10FD was involved in an accident near Lake Placid, New York, United States. 3 people were on board and 3 had minor injuries. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

21 February 2013 at 23:08

Classification

Accident

Location

Lake Placid, New York, United States

Nearest airport

Lake Placid Airport (LKP)

Coordinates

44.3131, -74.0311

Aircraft

Dombroski Frank VANS RV-10

Registration

N10FD

Category

Airplane

Engines

1

Operator

Not recorded

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Somerville → Lake Placid

Aircraft damage

Substantial

Weather

IMC

Light

Night

NTSB number

ERA13CA142

3 people had minor injuries.

The pilot's improper in-flight planning and decision making, which resulted in attempted visual flight in night instrument meteorological conditions and subsequent impact with terrain.

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

Read the full NTSB narrative

The pilot received weather information and filed an instrument flight rules (IFR) flight plan before departure. As the pilot approached his destination, which was surrounded by high terrain, the scattered cloud layer below him became broken and light conditions were dimming as the sun set. After seeing a break in the clouds and being uncomfortable with what he observed, the pilot requested the GPS-A approach then maneuvered to intercept the inbound course at the initial approach fix (IAF). Before reaching the IAF, he saw a clear visual path to his destination. At the same time, the air traffic controller was awaiting cancellation from a landing aircraft and advised that the pilot should expect an instruction to hold. The pilot advised that visual meteorological conditions existed and that he would continue visually. He then turned, descended, and crossed the final approach course inside of the final approach fix. The controller then received the cancellation he had been waiting for and cleared the pilot for the GPS-A approach. The pilot acknowledged and continued his descent. The controller then asked the pilot to cancel his IFR clearance with him or on the ground. The pilot replied with his intention to fly a visual flight rules (VFR) approach and canceled the IFR clearance. The pilot had the town in sight and estimated there was a 2,000-foot ceiling. Light conditions were significantly darker below the cloud layer. He switched to the Unicom frequency and keyed the microphone five times to activate the runway lights but did not see them. He tried twice more, and the lights still did not activate. As the pilot considered whether to climb or circle the airport and try the lights again, he maintained his last heading, which he believed would keep him over lower terrain. However, the airplane drifted right of course. The pilot had decided to climb when a passenger then observed trees. The pilot pulled up to avoid them, but the airplane struck trees and terrain, sustaining substantial damage to the fuselage, wings, and empennage. Radar data revealed that the pilot had never become established on the approach, at no point was in position to land, and was never closer than 1 mile northeast of the airport before flying into rising terrain. No anomalies with airport lighting were discovered. Examination of the GPS-A approach procedure revealed that it was not authorized for use at night. Weather data recorded near the time of the accident indicate visibility below VFR minimums at 2.5 miles in light snow and mist and a 1,400-foot overcast ceiling, which was also below the published minimum descent altitude.

Quoted verbatim from the NTSB record.