CEN20FA075

The instrument-rated pilot was enroute on an instrument flight rules (IFR) flight plan to his planned destination. Instrument meteorological conditions (IMC) prevailed in the area. While flying at 6,000 ft, the pilot informed air traffic control (ATC) that the airplane was picking up ice and asked for a lower altitude. ATC approved a descent to 3,000 ft. The pilot asked ATC if he could divert to a nearby airport to remove ice from the airplane, and ATC cleared the pilot to proceed to the initial approach fix for an instrument approach to the diversion airport. About 4 minutes later, ATC broadcasted a low altitude alert and attempted to advise the pilot that the airplane was at 1,000 ft., and to climb immediately. There was no response from the pilot. Radar data showed the airplane's ground speed slowing and in a rapid descent before radar contact was lost. The airplane impacted the ground in a near vertical attitude. A post-impact fire consumed most of the fuselage, cabin, cockpit, and right wing. No pre-impact anomalies were observed with the airframe, flight controls, and engine. All flight instruments were consumed by the post-impact fire. Propeller blade damage was consistent with rotation at the time of impact. A weather study of the area showed that marginal visual meteorological conditions (MVMC) to IMC prevailed along the airplane’s route and in the immediate vicinity of the accident site. AIRMETs (Airman’s meteorological information) were current for IFR conditions along the route of flight and occasional moderate icing conditions. The conditions were conducive to structural icing. There were several pilot reports of light icing in the accident area before and after the accident occurred. The pilot’s report of icing was consistent with the existing weather conditions. It is unknown whether the pilot obtained a weather briefing before the flight and was aware of the icing conditions. The circumstances of this accident are consistent with a loss of control of the airplane due to in-flight icing.

On February 6, 2020, about 1413 central standard time, a Cessna 182 airplane, N60381, was destroyed when it was involved in an accident near Chatham, Louisiana. The pilot and 2 passengers sustained fatal injuries. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The instrument flight rules (IFR) flight originated about 1307 from the Jackson-Hawkins Field Airport (HKS), Jackson Mississippi, and was enroute to Shreveport Regional Airport (SHV), Shreveport, Louisiana. About 1336, radar data showed the airplane at 6,000 ft. The pilot contacted Monroe Air Traffic Control (ATC). About 1350, the pilot advised ATC that the airplane was picking up ice on the struts and on the edges of the windshield. The pilot requested and was approved to descend to 4,000 ft. About 1352, the pilot advised ATC that he shed some ice and would remain at 4,000 ft. The pilot asked if he could descend to 2,000 ft. ATC advised that 3,000 ft. was the lowest altitude that he could descend. About 1355, the pilot requested and was cleared to 3,000 ft. About 1405, the pilot asked ATC if he could divert to Ruston Regional Airport (RSN) to remove ice from the airplane. ATC acknowledged and asked the pilot what type of approach he wanted. About 1407, the pilot requested the RNAV approach to runway 36 at RSN. ATC cleared the pilot direct to RUKOW (initial approach fix for the RNAV RWY 36 approach to RSN). The pilot acknowledged. About 1411, ATC broadcasted a low altitude alert and attempted to advise the pilot that the airplane was at 1,000 ft. and to climb immediately. There was no response from the pilot. Radar data showed the airplane's ground speed decrease and in a rapid descent before the radar contact was lost. An autopsy on the pilot was performed by the Jackson Parish Coroner’s Office, Jonesboro, Louisiana. The cause of death was multiple blunt force injuries. Toxicology tests, performed by the Federal Aviation Administration (FAA), Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, were negative for drugs and alcohol. A weather study of the area showed that marginal visual meteorological conditions (MVMC) to instrument meteorological conditions (IMC) prevailed along the airplane’s route and in the immediate vicinity of the accident site. AIRMETs (Airman’s meteorological information) were current for IFR conditions along the route of flight and occasional moderate icing conditions. There were several pilot reports of light icing in the accident area before and after the accident occurred. It is unknown whether the pilot obtained a weather briefing before the flight or was aware of the icing conditions. The airplane impacted a parking area surrounded by commercial buildings. A post-impact fire consumed most of the fuselage, cabin, and the left wing. Evidence at the accident site showed that the airplane impacted the ground in a near vertical nose down attitude on a south heading. No pre-impact anomalieswere observed with the airframe and flight controls. All flight instruments were consumed by the post-impact fire. Continuity of the engine drive was confirmed, and no pre-impact mechanical anomalies were found. Propeller blade damage was consistent with rotation at the time of impact. The airplane was not equipped with a de-icing system.