NYC01FA073

The pilot departed on a scheduled flight conducted under night instrument meteorological conditions. Arriving in the area of the destination airport, the weather was reported as, winds from 220 degrees at 18 knots, gusts to 25 knots; 1/2 statute miles of visibility and haze; vertical visibility of 100 feet. The pilot was vectored and cleared for the ILS 24 approach. As the airplane crossed the glideslope, the pilot observed that the "ride" became increasingly bumpy and turbulent, with a strong wind component from the right. The approach lights came into view as the airplane neared the runway, but soon disappeared due to the low visibility. The pilot executed a missed approach, and as full power was applied, the airplane began to move laterally to the left. During the missed approach, a "thunk" was heard on the left side of the fuselage, and the airplane descended into the trees. The airplane came to rest in a wooded area about 1/4 mile from the Runway 24 threshold, about 1,000 feet to the left of the extended centerline. Review of the approach plate for the ILS 24 approach revealed that the glide slope altitude at the final approach fix for the non-precision approach, which was located about 4 miles from the approach end of the runway, was 1,407 feet. The glide slope altitude at the middle marker, which was located about 0.6 miles from the approach end of the runway, was 299 feet. Review of radar data revealed that the airplane intercepted the glideslope about 4 miles from the threshold of runway 24. In the following 2 minutes, 30 seconds, the airplane deviated below and returned to the glideslope centerline approximately 4 times, with a maximum deviation of 2-dots below the glideslope centerline. About 1-mile from the runway, the airplane began a trend downward from the glideslope centerline, descending below the 2-dot low deviation line of the glideslope to an altitude of about 300 feet, when the last radar hit was recorded. During the approach, the airplane's groundspeed varied between 50 and 125 knots. According to the Aeronautical Information Manual chapter on Navigation Aids, Instrument Landing System (ILS), it stated that "Make every effort to remain on the indicated glide path." It also cautioned the pilot to, "Avoid flying below the glide path to assure obstacle/terrain clearance is maintained."

History of flight

On January 30, 2001, about 1835 eastern standard time, a Cessna 402C, N6837Y, operated by Hyannis Air Service Inc., D.B.A. Cape Air flight 415, was destroyed after impacting terrain while on approach to the Vineyard Haven Airport (MVY), Edgartown, Massachusetts. The certificated airline transport pilot and passenger were seriously injured. Night instrument meteorological conditions prevailed at the accident site and an instrument flight rules flight plan was filed for the scheduled commuter flight conducted under 14 CFR Part 135.

According to the pilot, he had departed the T.F. Green State Airport, Providence, Rhode Island, about 1820, and proceeded to MVY. The cruise portion of the flight was conducted at 3,000 feet, with the autopilot engaged. When the airplane arrived in the MVY area, an air traffic controller vectored the airplane to the runway 24 ILS final approach course, and instructed the pilot to descend to 1,500 feet. During the descent, the flight became "choppy" as the airplane traveled in and out of the cloud tops. Upon intercepting the final approach course, the pilot selected the flaps to 10 degrees, and reduced the airspeed to 120 knots. The air traffic controller cleared the flight for the approach, and instructed the pilot to contact the common traffic advisory frequency at MVY. As the airplane crossed the glideslope intercept altitude, the pilot disengaged the autopilot and lowered the landing gear. He observed that the "ride" became increasingly bumpy and turbulent, with a strong wind component from the right. The approach lights came into view as the airplane neared the runway, but soon disappeared due to the low visibility. The pilot elected to execute a missed approach, and as full power was applied, the airplane began to move laterally to the left. The pilot recalled that the localizer needle was fully deflected to the right at one point during the missed approach. During the missed approach, a "thunk" was heard on the left side of the fuselage, and the airplane descended into the trees.

The pilot additionally stated that the airplane was "100 percent," and no abnormalities were noted with the engines or airframe. He did not recall hearing any audible tones; except for the autopilot disconnect tone. The pilot also did not recall what the indicated airspeed was during the final approach to the runway.

The passenger, who was seated in the second aft right hand seat, stated that the flight was very bumpy as they approached the MVY area. At one point during the approach, the airplane made a big drop, for which the pilot corrected. She then heard "beeps" coming from the cockpit area. The airplane then made a second violent movement, which the pilot seemed to not be able to control. During that violent movement, the passenger recalled hearing several "beeps" coming from the cockpit area again. As the airplane descended out of the clouds, the passenger observed "a row of lights" which were parallel to the airplane. The airplane then contacted treetops and descended to the ground. The passenger did not recall hearing any changes to the engine noise, but was not sure.

Review of recorded radio transmissions at the MVY air traffic control tower revealed a transmission from the pilot, at 1832:12, that he was "7 miles out on the ILS 24." At 1833:44, a series of five "mike clicks" were recorded. At 1834:48, the pilot transmitted that he was "three out on the ILS 24." No further radio transmissions were received from the airplane.

The airplane came to rest in a wooded area about 1/4 mile from the Runway 24 threshold, about 1,000 feet to the left of the extended centerline.

The accident occurred during the hours of darkness, at 41 degrees, 23.96 minutes north latitude, 70 degrees, 35.96 minutes west longitude, at an elevation of 62 feet msl.

Personnel information

The pilot held an airline transport pilot certificate with ratings for airplane single engine land, multi-engine land, and instrument airplane.

The pilot's most recent Federal Aviation Administration (FAA) first class medical certificate was issued on August 23, 2000.

The pilot had accumulated about 1,891 hours of total flight experience, 342 hours of which were in the same make and model as the accident airplane.

According to company records, Hyannis Air Services hired the pilot on May 8, 2000, for a position as a second in command (SIC) pilot. He remained an SIC until upgrade training was completed on October 4, 2000. On October 11, 2000, the pilot began initial operating experience (IOE) as a captain in the Cessna 402C. The IOE continued until its completion on October 17, 2000. During the IOE flights, the pilot accumulated about 15.4 hours of flight experience. After completion of the IOE, the pilot accumulated about 213 hours of flight experience as a line captain.

Aircraft information

A review of the airframe and engine records did not reveal evidence of any anomalies. The airplane's most recent Approved Aircraft Inspection Program (AAIP) was completed on January 12, 2001, at a total aircraft time of 19,131.5 hours. The left engine had accumulated 2,091.0 total hours of operation since being rebuilt. The right engine had accumulated 2,427.5 total hours of operation since being rebuilt.

Meteorological information

The weather recorded by the MVY Automated Surface Observing System, at 1827 was, winds from 220 degrees at 18 knots, gusts to 25 knots; 1/2 statute miles of visibility and haze; vertical visibility of 100 feet; temperature 46 degrees Fahrenheit; dew point of 30 degrees Fahrenheit; and an altimeter setting of 29.44 inches of mercury.

Aerodrome information

Runway 24 at MVY was a 5,500-foot long, 100 foot wide, hard surfaced asphalt transverse grooved runway. The runway was equipped with high intensity runway edge lights, and runway end identifier lights.

According to MVY airport personnel, some of the Airport Rescue Fire Fighters did not recall if the approach lighting system was illuminated when they responded to the accident site; however some of the rescue personnel did recall that the lights were off because they had "timed out." When the second daily field inspection was conducted at 1730, the airport employee who did the inspection recalled that the lights were working as far as he could tell.

Aids to navigation

The runway 24 ILS was "flight checked" by a FAA flight inspection airplane the day after the accident. No abnormalities were noted.

Review of the approach plate for the ILS Runway 24 approach revealed that the glideslope altitude, at BORST intersection, which was located about 4 miles from the approach end of the runway, was 1,407 feet agl. The glide slope altitude at the middle marker, which was located about 0.6 miles from the approach end of the runway, was 299 feet agl. The landing minimums for the approach were a decision height of 200 feet agl, and 1/2 mile visibility.

The 24 ILS was equipped with a medium intensity approach light system, and runway alignment indicator lights.

Wreckage and impact information

Examination of the accident site on January 31, 2001, revealed that the terrain consisted of low-lying brush and hardwood trees, which reached to a height of about 25 feet. The hardwood trees, which predominantly surrounded the accident site, had branches of varying diameters that were cut at 45-degree angles and displayed black paint transfer. The cut branches were located on the ground, and snared in other trees along the wreckage path. The first tree strike area was located about 200 feet prior to the main fuselage. The wreckage path was oriented on a 192-degree bearing, with the main fuselage coming to rest against hardwood trees on a 021-degree heading. Additionally, a post-crash fire had consumed the cabin area of the main fuselage.

About 25 feet from the first tree strike, a 26-inch section of the l