MIA97LA051

The pilot was cleared for an ILS localizer approach at night to runway 8, & he was advised of the weather, which was in part: 200' scattered, 3200' broken, temperature & dew point 16 degrees, wind calm, visibility west through northeast 1/4 mile. The pilot reported that during the approach, his instrument panel lights were inoperative. However, he continued the approach using his dome light to illuminate his instruments. He reported that he was unable to see the runway lights. The controller vectored the flight for another approach, & advised the pilot to activate the runway lights by keying his radio on the common traffic advisory frequency (CTAF), which the pilot accomplished. The pilot then advised the controller that the runway was in sight, & he would circle back & return to land. The controller cleared the flight for a visual approach to the runway. Before landing, the pilot was advised of dense fog at the approach end of runway 8. The pilot replied that the runway was in sight. As the airplane was on short final, a weather observer saw the airplane enter an area of dense fog, but didn't see it on the landing roll. A search was initiated & the airplane was found where it impacted an upslope embankment about 200 yards short of the runway.

On December 31, 1996, about 0113 eastern standard time, a Cessna 172P, N62145, registered to the Charlie Brown Flying Club, Inc., collided with an embankment while on approach to land at the Fulton County-Brown Field Airport, Atlanta, Georgia. Instrument meteorological conditions prevailed at the time and an IFR flight plan was filed for the 14 CFR Part 91 personal flight. The airplane was substantially damaged and the private-rated pilot and one passenger were seriously injured. The flight originated about 2252 central standard time from the Birmingham International Airport, Birmingham, Alabama.

The flight was cleared for the ILS approach and the pilot was advised that the visibility to the west was 1/4 mile and the glideslope was unavailable. The flight continued and at 0052.15, the pilot advised the controller that he was having a problem with the panel lighting and requested vectors for the final approach. The controller complied and after flying over the airport the pilot advised the controller "we need to turn on some runway lights..." The flight was vectored for the ILS and the pilot was advised to tune to the common traffic advisory frequency (CTAF) and to key his mike to activate the pilot controlled lighting. The pilot complied and a weather observer in the tower at the time heard the pilot key the mike on the CTAF and observed the runway lights at full illumination. The weather observer also reported that dense fog was located at the approach end of runway 8. The pilot then advised the controller that the runway lights were visible and he would circle back and return to land. The pilot was then cleared for a visual approach to the runway. About 3 minutes 58 seconds later, the weather observer contacted the approach controller and advised him of the dense fog at the approach end of runway 8. The controller relayed this information to the pilot who advised the controller that the runway was in sight. The controller advised the pilot to contact him when on the ground but there was no further radio transmission from the pilot. The weather observer advised the controller that he observed the airplane enter the fog but didn't observe the airplane during the landing roll. A search for the airplane was initiated and according to the FAA Flight Standards District Office (FSDO) inspector, the airplane first impacted an approach light then the upslope of a 70-foot deep embankment about 200 yards short of the runway. The airplane then slid down about 10 feet before coming to rest upright.