What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
(-23) Pilot felt dme/loc equipment in aircraft was intermittently inaccurate. Commenced approach without being in stable position. Pilot felt nav indications were conflicting, and tuned vfr-only GPS to cross check. At some point LOC went full scale. Aircraft descended out of clouds at about 1100 to 1300 AGL (3 miles viz) and pilot used GPS to steer to airport. He was approaching high and at an acute angle to r/w. he banked shareply to align and chopped power to descend. At roundout he attempted to add power but p&w engines respond slower than the garretts of his experience. Aircraft hit hard on rmlg, breaking engine from rear spar mount. Propeller hit runway. Aircraft was loaded to aft CG; there was one-eights inch of ice in a 1.5-inch wide strip full length of wings and horizontal stabilator. Wind was 330 12G17, landing r/w 08. Runway was snow-covered, plowed. Pilot stated he was fatigued, having little rest during last 4 days, only 4 hours sleep before this flight, and was fighing a sinus infection. Training record indicates about 4 hours including checkride, under reduced-training authorization. Pilot has not flown other turboprop aircraft in about five years. Pilot had been flying fo for a cargo 121 air carrier, in a large jet. He has been on unpaid leave for over one year due to a dispute and has flown very little during this period. His previous turboprop experience was in garrett-powered aircraft, which are quite different from p&w engines. Shortened training is believed to be a factor. privacy data omitted
As the FAA filed it
(-23) PILOT FELT DME/LOC EQUIPMENT IN AIRCRAFT WAS INTERMITTENTLY INACCURATE. COMMENCED APPROACH WITHOUT BEING IN STABLE POSITION. PILOT FELT NAV INDICATIONS WERE CONFLICTING, AND TUNED VFR-ONLY GPS TO CROSS CHECK. AT SOME POINT LOC WENT FULL SCALE. AIRCRAFT DESCENDED OUT OF CLOUDS AT ABOUT 1100 TO 1300 AGL (3 MILES VIZ) AND PILOT USED GPS TO STEER TO AIRPORT. HE WAS APPROACHING HIGH AND AT AN ACUTE ANGLE TO R/W. HE BANKED SHAREPLY TO ALIGN AND CHOPPED POWER TO DESCEND. AT ROUNDOUT HE ATTEMPTED TO ADD POWER BUT P&W ENGINES RESPOND SLOWER THAN THE GARRETTS OF HIS EXPERIENCE. AIRCRAFT HIT HARD ON RMLG, BREAKING ENGINE FROM REAR SPAR MOUNT. PROPELLER HIT RUNWAY. AIRCRAFT WAS LOADED TO AFT CG; THERE WAS ONE-EIGHTS INCH OF ICE IN A 1.5-INCH WIDE STRIP FULL LENGTH OF WINGS AND HORIZONTAL STABILATOR. WIND WAS 330 12G17, LANDING R/W 08. RUNWAY WAS SNOW-COVERED, PLOWED. PILOT STATED HE WAS FATIGUED, HAVING LITTLE REST DURING LAST 4 DAYS, ONLY 4 HOURS SLEEP BEFORE THIS FLIGHT, AND WAS FIGHING A SINUS INFECTION. TRAINING RECORD INDICATES ABOUT 4 HOURS INCLUDING CHECKRIDE, UNDER REDUCED-TRAINING AUTHORIZATION. PILOT HAS NOT FLOWN OTHER TURBOPROP AIRCRAFT IN ABOUT FIVE YEARS. PILOT HAD BEEN FLYING FO FOR A CARGO 121 AIR CARRIER, IN A LARGE JET. HE HAS BEEN ON UNPAID LEAVE FOR OVER ONE YEAR DUE TO A DISPUTE AND HAS FLOWN VERY LITTLE DURING THIS PERIOD. HIS PREVIOUS TURBOPROP EXPERIENCE WAS IN GARRETT-POWERED AIRCRAFT, WHICH ARE QUITE DIFFERENT FROM P&W ENGINES. SHORTENED TRAINING IS BELIEVED TO BE A FACTOR. ^PRIVACY DATA OMITTED^
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.
Other reports on N399CZ · 1
Matched to the same aircraft by N-number and date.