# NTSB ERA13CA142: Dombroski Frank Vans RV-10, N10FD, Lake Placid, NY, February 21, 2013 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Data collection · Final report - Date: February 21, 2013, 18:08 local (23:08 UTC) - Place: Lake Placid, NY - Coordinates: 44.313056, -74.031112 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=44.3131&lon=-74.0311&mi=10 - Phase of flight: [Maneuvering](https://openairdocs.org/ntsb-phases/450) (OpenAirDocs' grouping) - Defining event: [Maneuvering: Controlled flight into terr/obj (CFIT)](https://openairdocs.org/ntsb-events/120) - Highest injury: Minor injuries - Injuries: 3 minor - Status: Completed, report August 7, 2013 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA / FSDO - NTSB case key (mKey): 86283 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA13CA142 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/86283/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=86283 - Page: https://openairdocs.org/ntsb/ERA13CA142 ## Probable cause 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. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Dombroski Frank VANS RV-10, 1 case](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=05627PM), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Action: incorrect action performance](https://openairdocs.org/ntsb-findings/02041015): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Dombroski Frank VANS RV-10, 1 case](https://openairdocs.org/ntsb-findings/02041015/cases.md?model=05627PM), [All aircraft, 1,386 cases](https://openairdocs.org/ntsb-findings/02041015/cases.md) - [Ceiling/visibility/precip](https://openairdocs.org/ntsb-findings/03035000): Environmental issues › Conditions/weather/phenomena · Response/compensation (probable cause); cases with it: [Dombroski Frank VANS RV-10, 1 case](https://openairdocs.org/ntsb-findings/03035000/cases.md?model=05627PM), [All aircraft, 65 cases](https://openairdocs.org/ntsb-findings/03035000/cases.md) - [Light condition: dark](https://openairdocs.org/ntsb-findings/03036020): Environmental issues › Conditions/weather/phenomena · Effect on operation (probable cause); cases with it: [Dombroski Frank VANS RV-10, 1 case](https://openairdocs.org/ntsb-findings/03036020/cases.md?model=05627PM), [All aircraft, 448 cases](https://openairdocs.org/ntsb-findings/03036020/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Maneuvering: VFR encounter with IMC](https://openairdocs.org/ntsb-events/401); cases with it: [Dombroski Frank VANS RV-10, 1 case](https://openairdocs.org/ntsb-events/401/sequence.md?model=05627PM), [All aircraft, 392 cases](https://openairdocs.org/ntsb-events/401/sequence.md) - [Maneuvering: Controlled flight into terr/obj (CFIT)](https://openairdocs.org/ntsb-events/120) (defining event); cases with it: [Dombroski Frank VANS RV-10, 1 case](https://openairdocs.org/ntsb-events/120/sequence.md?model=05627PM), [All aircraft, 1,074 cases](https://openairdocs.org/ntsb-events/120/sequence.md) ## Analysis 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. ## Factual narrative The pilot received weather information and filed an instrument flight rules (IFR) flight plan prior to departure. Approaching his destination which was surrounded by high terrain, the scattered cloud layer below him became broken. The sun was setting, so after seeing a break in the clouds and not being comfortable with what he observed, he requested the GPS-A, approach. He 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 waiting cancellation from another aircraft, and advised the pilot should expect a hold. The pilot advised visual meteorological conditions (VMC) existed, and he would continue visually. He then turned, descended, and crossed the final approach course inside of the final approach fix (FAF). The controller then received the other cancellation and cleared the pilot for the approach. The pilot acknowledged and continued his descent. The controller then asked him to cancel his IFR clearance with him, or on the ground. The pilot replied he was VFR and would cancel IFR. The pilot had the town in sight, and estimated there was a 2000 foot ceiling. It was significantly darker below the cloud layer. He switched to the Unicom frequency, keyed the microphone 5 times to activate the runway lights but, did not see them. He tried twice more without result and tried to dim the screen on the flight display, as the electronic image of the approach chart was creating glare on his windshield. He was deciding if he should climb into the overcast, try to circle the airport, or try the lights again, and thought his last heading, would keep him over lower terrain. However, the airplane drifted right of course. A passenger then observed trees. The pilot saw them and pulled up but, the airplane struck trees and terrain, and was substantially damaged. Radar data revealed he never became established on the approach, never was in position to land, and never got closer than one mile northeast of the airport before flying into rising terrain. No anomalies with airport lighting were discovered. Examination of the approach procedure revealed the GPS-A was not authorized for use at night. Visibility was below VFR minimums at 2 and 1/2 miles, in light snow and mist, and a 1,400 foot overcast ceiling existed which was below the published minimum descent altitude. ## Aircraft - Registration: [N10FD](https://openairdocs.org/deregistered/N10FD-2013-05-31), registration cancelled 2013-05-31, S/N 40090, built 2009 (OpenAirDocs) - Reported make and model: DOMBROSKI FRANK VANS RV-10 - Registry model: [Dombroski Frank VANS RV-10](https://openairdocs.org/model/dombroski-frank-vans-rv-10) (registry code 05627PM) (OpenAirDocs) - Registry engine: [Lycoming IO-540-D4A5](https://openairdocs.org/engine/lycoming-io-540-d4a5) (registry code 41798, reciprocating) (OpenAirDocs) - Category: Airplane, amateur-built - Serial number: 40090 - Airframe hours: 208 - Engines: LYCOMING IO-540-D4A5 260 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Special, Experimental (Special) - Last inspection: Condition, November 6, 2012 - Departed: SMQ, Somerville, NJ - Destination: LKP, Lake Placid, NY - Flight plan: Unknown - Airport: LKP, Lake Placid Airport, runway 32, 4,195 × 60 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 51; injuries: none; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review May 1, 2012; seat: left; flight hours: 1,941 total, 274 in this make and model, 21 in the last 90 days, 9 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Instrument (IMC), Night - Wind: calm - Visibility: 2 statute miles - Lowest ceiling: 1,400 ft overcast - Temperature: 54 °F, dew point 57 °F - Altimeter: 30.12 inHg - Observed at: SLK, 13 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20130221008379A](https://openairdocs.org/incident/20130221008379A), Feb 21, 2013: Dombroski Frank VANS RV-10, Lake Placid, NY, Substantial damage. Pilot while enroute to klkp requested and was given an IFR clearance to the airport. The pilot acknowleged the clearance then failed to comply with the… ## Docket (9 files) The files NTSB released with the investigation on June 4, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=86283. 2.5 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 716 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40389608&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Witness Statements and Interview Summaries (item 2, .PDF, 221 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40389604&FileExtension=.PDF&FileName=Witness%20Statements%20and%20Interview%20Summaries-Redacted.PDF - RNAV (GPS) - A Approach Chart (item 3, .PDF, 159 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40389605&FileExtension=.PDF&FileName=RNAV%20(GPS)%20-%20A%20Approach%20Chart-Master.PDF - Radar Data Map and Chart Overlays (item 4, .PDF, 1.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40389607&FileExtension=.PDF&FileName=Radar%20Data%20Map%20and%20Chart%20Overlays-Master.PDF - Weather Reports and Records (KSLK METARs and TAFs) (item 5, .PDF, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40389603&FileExtension=.PDF&FileName=Weather%20Reports%20and%20Records%20(KSLK%20METARs%20and%20TAFs)-Master.PDF - Photo 1: Right Side of Main Wreckage (Courtesy of Anglin Aircraft Recovery Services) (item 6, .PDF, 90 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40389958&FileExtension=.PDF&FileName=Photo%201%3A%20Right%20Side%20of%20Main%20Wreckage%20(Courtesy%20of%20Anglin%20Aircraft%20Recovery%20Services)-Master.PDF - Photo 2: Left Side of Main Wreckage (Courtesy of Anglin Aircraft Recovery Services) (item 7, .PDF, 74 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40389960&FileExtension=.PDF&FileName=Photo%202%3A%20Left%20Side%20of%20Main%20Wreckage%20(Courtesy%20of%20Anglin%20Aircraft%20Recovery%20Services)-Master.PDF - Photo 3: Closeup of Damage to Left Wing (Courtesy of Anglin Aircraft Recovery Services) (item 8, .PDF, 91 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40389962&FileExtension=.PDF&FileName=Photo%203%3A%20Closeup%20of%20Damage%20to%20Left%20Wing%20(Courtesy%20of%20Anglin%20Aircraft%20Recovery%20Services)-Master.PDF - Photo 4: Damage to Left Horizontal Stabilizer (Courtesy of Anglin Aircraft Recovery Services) (item 9, .PDF, 85 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40389964&FileExtension=.PDF&FileName=Photo%204%3A%20Damage%20to%20Left%20Horizontal%20Stabilizer%20(Courtesy%20of%20Anglin%20Aircraft%20Recovery%20Services)-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.