CHI01FA043

The airplane was destroyed when it impacted the ground about 6 miles from the airport while on an ILS approach. The pilot was instrument rated. No logbook entry was found to indicate that the holding procedures requirements listed in FAR 61.57 (c) were performed. In addition, the pilot had only logged 1.3 hours of simulated instrument flight time and 0.9 hours of actual instrument flight time in the previous 6 months. No preexisting anomalies were found with respect to the accident airplane. Reported weather at the time of the accident was 500 foot overcast with 5 miles of visibility. Radar data along with voice transcripts show that the aircraft was given a right turn to a 180-degree heading to intercept the ILS 21 approach. The data shows that the aircraft turned left prior to intercepting the localizer course, and then proceeded through the localizer course before commencing a right turn to intercept the 209-degree approach bearing. The data indicates that when the aircraft was about 9.6 nautical miles from the localizer antenna, it was about 0.7 miles left of the localizer course. The aircraft altitude returns from the radar data indicate that the aircraft remained below the 3-degree glide slope path during the approach. The last radar return shows that the aircraft was about 400-feet below the standard 3-degree glide slope. The aircraft wreckage was located about 0.3 nautical miles and 196 degrees from the ILS outer marker antenna

History of flight

On November 27, 2000, at about 1650 central standard time (cst), a Piper PA-28R-180, N4541J, piloted by a private pilot, was destroyed on impact with terrain about 6 nautical miles and 030 degrees magnetic from the Vermillion County Airport (DNV), Danville, Illinois. The aircraft had been cleared for the ILS approach to runway 21 at DNV. The 14 CFR Part 91 personal flight was on an instrument flight rules flight plan and was operating in instrument meteorological conditions. The pilot and three passengers received fatal injuries. The flight originated from the Maury County Airport, Mount Pleasant, Tennessee at about 1400 cst.

Personnel information

The pilot was the holder of a private pilot certificate with single engine land and instrument airplane ratings. He was also the holder of a second-class aviation medical certificate issued on December 28, 1998.

According to the pilot's logbook, he had accumulated the following flight times as of the last entry dated November 19, 2000:

Total Time 499.8 Pilot in Command 440.6 Single-Engine Land 499.8 Night 68.2 Actual Instrument 40.3 Simulated Instrument 71.3

The logbook indicates that the pilot accumulated 1.3 hours simulated instrument flight time and 0.9 hours of actual instrument flight time within the 6 months preceding the accident. The logbook entry dated November 11, 2000 indicates that the pilot accumulated 1.0 hours simulated instrument flight time with a safety pilot, 1.4 hours total flight time, 3 landings, and 6 instrument approaches. No logbook entry was found to indicate that the holding procedures requirements listed in FAR 61.57 (c) were performed. The flight dated November 11, 2000 was performed in the accident airplane.

FAR 61.57 (c) states: 61.57 (c) Instrument experience. Except as provided in paragraph (e) of this section, no person may act as pilot in command under IFR or in weather conditions less than the minimums prescribed for VFR, unless within the preceding 6 calendar months, that person has: (1) For the purpose of obtaining instrument experience in an aircraft (other than a glider), performed and logged under actual or simulated instrument conditions, either in flight in the appropriate category of aircraft for the instrument privileges sought or in a flight simulator or flight training device that is representative of the aircraft category for the instrument privileges sought - (i) At least six instrument approaches; (ii) Holding procedures; and (iii) Intercepting and tracking courses through the use of navigation systems.

A written endorsement within the pilot logbook indicates that the pilot completed the flight review requirements of FAR 61.56 on October 09, 1999.

A review of FAA records shows that the pilot received two disapprovals prior to the issuance of his private pilot certificate on August 03, 1995. The records also show that the pilot received 3 disapprovals prior to the issuance of his instrument rating on June 16, 1997.

The first disapproval notice for the instrument rating, dated March 06, 1997, indicated the following items for reexamination:

Preflight preparation - Cross-country flight planning

The second disapproval notice for the instrument rating, dated April 04, 1997, indicated the following items for reexamination:

Flight by reference to instruments - Steep turns Flight by reference to instruments - Recovery from unusual flight attitudes Instrument approach procedures - Precision ILS instrument approach Instrument approach procedures - Missed approach

The third disapproval notice for the instrument rating, dated May 13, 1997, indicated the following items for reexamination:

Flight by reference to instruments - Change of airspeed Flight by reference to instruments - Constant airspeed climbs and descents Flight by reference to instruments - Rate climbs and descents Flight by reference to instruments - Steep turns Instrument approach procedures - Precision ILS instrument approach Instrument approach procedures - Missed approach

Aircraft information

The airplane was a Piper PA-28R-180, serial number 28R-30400. A Lycoming IO-360-B1E engine that produced 180 horsepower powered it. The aircraft logbooks indicate that the last annual inspection was performed on January 22, 2000. At the time of the accident, the airframe had accumulated 8,363.9 hours time in service. The engine had accumulated 328.5 hours time in service since it's last major overhaul on December 18, 1996. The airframe logbook indicates that the most recent altimeter, static and transponder inspection, as required by FAR 91.411, was performed on September 05, 1998.

FAR 91.411 states: 91.411 Altimeter system and altitude reporting equipment tests and inspections. (a) No person may operate an airplane, or helicopter, in controlled airspace under IFR unless - (1) Within the preceding 24 calendar months, each static pressure system, each altimeter instrument, and each automatic pressure altitude reporting system has been tested and inspected and found to comply with appendix E of part 43 of this chapter

Meteorological information

The weather reporting station located at DNV recorded the following:

Time 2245 UTC (1645 cst) Wind direction 240 degrees magnetic Wind speed 8 knots Visibility 5 statute miles Ceiling 500 feet, overcast Temperature 29 degree Fahrenheit Dewpoint 29 degree Fahrenheit Altimeter setting 29.98 inches of mercury

Communications

The aircraft was in communication with the Champaign, Illinois, Air Traffic Control Tower, East Radar position (ER). The following excerpts are from transcripts of the recorded conversations between ER and N4541J. All times listed below are UTC. The full transcripts are appended to this report.

2223:59 N4541J five four juliet with you at four

2224:01 ER november four one juliet champaign approach altimeter two niner niner five

2224:05 N4541J altimeter two niner niner five

2234:57 ER november four one juliet fly heading three six zer zero vector i l s two one approach

2235:05 N4541J three six zero

2235:08 ER november four one juliet affirmative three six zero for the heading

2235:11 N4541J roger three six zero for four one juliet

2235:41 ER november four one juliet descend and maintain three thousand

2235:45 N4541J roger four one juliet descend and maintain three thousand

2236:09 ER arrow four five four one juliet advise you have danville weather

2236:16 N4541J four one juliet has the danville weather

2236:21 ER november four one juliet thank you

2236:51 ER November four one juliet turn right heading zero correction turn right heading one zero zero

2236:57 N4541J repeat one zero zero four one juliet

2238:21 ER arrow four one juliet eight miles form julip turn right heading one eight zero maintain three thousand till established on the localizer cleared i l s runway two (unintelligible) two one approach

2238:36 ER arrow four one juliet eight miles form julip fly heading one eight zero maintain three thousand till established on the localizer cleared i l s runway two --- runway two one approach

2238:54 ER arrow four one juliet champaign approach

2239:35 ER arrow four one juliet if you hear this transmission ident

2240:10 ER arrow four one juliet report cancelling your i f r on the ground through one two one point seven change to advisory approved if you understand this transmission ident

2241:24 ER arrow four one juliet if you sh