NYC02FA060

The airplane was in instrument meteorological conditions and the pilot was cleared for an approach. As the airplane neared the final approach fix, the controller observed the airplane diverge from the approach course and change altitude rapidly. Shortly thereafter, the pilot said he had "all sorts of problems." The pilot requested and received vectors to an alternate airport. At 1748:29, the pilot was cleared for an ILS approach and was told to report when "established" on the approach. When asked if he was established on the ILS course, the pilot replied "I sure hope so." The controller observed the airplane descend below the published glide slope intercept altitude and advised the pilot to climb back to 2,000 feet. The pilot reported "I have problems." When asked the nature of the problem, the pilot reported "...I'm all over the place...I think I'm iced up..." Radar data indicated the airplane's radar track began following a left descending turn from 1,900 feet, about 1 minute before radar contact was lost. At 1751:33, the controller advised the pilot that his altitude was 1,000 feet, and requested that he climb to 3,000 feet. The pilot responded, "hey, I'm trying like hell." Radar contact with the airplane was lost about 1752, at 800 feet. A witness near the accident site stated he observed the airplane come out of the clouds, "wobbling" from side to side, make a "hard" left turn and strike the ground. He stated the engine was "loud" and seemed to be at "full throttle." Examination of the airplane did not reveal any pre impact mechanical malfunctions. The pilot purchased the accident airplane about 2 months prior to the accident. His total flight time in make and model was estimated to be about 200 hours. Airman's Meteorological Information (AIRMET) Zulu, Update 4, for Ice and Freezing Level was valid for the accident site area at the time of the accident. The AIRMET advised of occasional moderate rime/mixed icing in cloud in precipitation below 12,000 feet. The AIRMET reported the freezing level was from the surface to 4,000 feet. According to United States Naval Observatory astronomical data obtained for the accident site area, Sunset occurred at 1723, and the end of civil twilight was at 1751. The airplane was equipped with both wing leading edge and empennage de-icing boots. The switches for the de-icing boots were observed in the "Auto" position. The propeller de-ice and windshield anti-ice switches were observed in the "off" position.

History of flight

On February 17, 2002, at 1752 eastern standard time, a Rockwell 500S (Twin Commander), N999N, was substantially damaged when it impacted terrain in Exeter, Rhode Island. The certificated private pilot was fatally injured. Instrument meteorological conditions prevailed and an instrument flight rules (IFR) flight plan was filed for the flight that departed Wilmington International Airport (ILM), Wilmington, North Carolina, destined for Newport State Airport (UUU), Newport, Rhode Island. The business flight was conducted under 14 CFR Part 91.

According to the pilot's son, the pilot was conducting a regular flight from Naples, Florida, to Rhode Island, in furtherance of his sporting goods business.

According to information obtained from the Federal Aviation Administration (FAA), at 0759:17, the pilot contacted the Saint Petersburg Automated Flight Service Station (AFSS) and requested a weather briefing for a flight between Naples, Florida, and Wilmington, North Carolina and then to Newport, Rhode Island. At 1408:51, the pilot contacted the Raleigh AFSS and requested a weather briefing between Wilmington, North Carolina, and Newport State, Rhode Island.

According to Air Traffic Control (ATC) information provided by the FAA, and interviews of ATC personnel conducted by the Safety Board:

At 1711:51, the pilot made initial contact with Providence Approach Control and advised he had the current weather conditions at UUU. He requested the Localizer Runway 22 Approach, with a circle to land on runway 34. Radar data indicated the airplane was at 11,000 feet approximately over the Hampton, New York, VOR. The controller advised the pilot to proceed direct to UUU, and issued a descent clearance to 3,000 feet.

At 1730:53, air traffic control issued a traffic advisory to the pilot about a Cessna 402 at the "10 o'clock position, 9 miles passing left to right." The pilot responded, "I'll never see it sir my head's so stuck in these clouds."

At 1731:14, the controller observed the airplane on a course more easterly than he intended and asked the pilot to verify his heading. The pilot responded, "I am now gonna move to zero five zero."

At 1735:55, the controller advised the pilot he was cleared for the "localizer runway two two approach" and to report when "established." The pilot acknowledged the clearance.

At 1737:32, the controller advised the pilot that he appeared south of the localizer and asked if he was established on the approach. The pilot responded, "negative sir, I show myself (unintelligible) appears if I've gone through." The controller cancelled the approach clearance and instructed the pilot to turn left heading 090 degrees and maintain 2,000 feet. The pilot acknowledged the instructions.

During an interview, the controller stated that after he canceled the approach clearance, he intended to vector the airplane to the northeast for another Localizer 22 approach at UUU. He then observed the airplane's altitude readout change rapidly. At 1737:58 radar data indicated the airplane's altitude was 2,000 feet, 14 seconds later the altitude was 1,100 feet. Approximately 27 seconds later, the airplane's altitude was 1,700 feet.

The controller stated he questioned the pilot in regards to his altitude and the pilot responded, "hold on, I'm having all sorts of problems here" and then within seconds added, "alright seventeen hundred on my way to two thousand." The controller instructed the pilot to report established on an eastbound heading. The pilot responded, "...give me a break for a minute."

At 1739:59, the controller advised the pilot, "Providence and New Bedford are minimum VFR, Providence overcast one thousand two hundred and New Bedford overcast one thousand one hundred." The pilot requested vectors to PVD.

At 1740:17, the controller instructed the pilot to climb and maintain 3,000 feet and fly a heading of 250 degrees. The controller stated he felt 3,000 feet would be better for the pilot instead of remaining at 2,000 feet because he had difficulties earlier at UUU in maintaining the correct altitude. The controller provided the pilot the weather sequence for PVD, and advised the pilot to expect the ILS Runway 5R approach. The pilot acknowledged.

From 1743:17 to 1747:11, the controller provided a series of vectors to the pilot en route to PVD. Radar data indicated the airplane's altitude and groundspeed remained constant during this time at 3,000 feet and 182 knots.

At 1747:37, the controller instructed the pilot to descend and maintain 2,000 feet and issued a wind shear alert of minus 10 knots at 500 feet on final to PVD. The pilot acknowledged.

At 1748:29, the pilot was cleared for the "ILS runway five right approach" at PVD, and instructed to report when "established." The pilot acknowledged the clearance.

At 1749:57, the pilot reported, "triple niner has the localizer." The controller asked the pilot to verify that he was established on the localizer, and the pilot responded, "I sure hope so." At this point the controller observed the airplane's altitude descend below the published minimum glide slope intercept altitude for the approach, and at 1750:32, advised the pilot, "november nine nine november you're still outside the outer marker, climb, maintain two thousand please unless you show yourself established on the localizer." The pilot acknowledged and then replied, "son of a bitch I got problems." Radar data indicated the airplane's altitude was 1,600 feet. The controller asked the nature of the problem and the pilot replied, "I'm all over the place, I have no idea I (unintelligible) I think I'm iced up."

At 1751:03, the controller advised, "november nine nine november check your altitude immediately climb and maintain three thousand altitude indicates one thousand two hundred." The pilot's response was unintelligible. Radar data indicated the airplane was at 1,200 feet. The controller stated he observed the radar target make a tight 180-degree turn.

Radar data indicated the airplane's radar track began following a left descending turn from 1,900 feet, about 1 minute before radar contact was lost.

At 1751:33, the controller advised, "november nine nine november climb and maintain three thousand altitude indicates one thousand sir." The pilot responded, "hey, I'm trying like hell." Radar data indicated the airplane was at 1,000 feet.

The last radar target with an associated altitude was recorded at 1751:42, and indicated an altitude of 800 feet.

At 1751:48, the controller advised the pilot that Quonset Airport (OQU) was off his right side and about 3 miles away. The pilot replied, "gimme something would ya." The controller instructed the pilot to "fly eastbound" and that OQU would be at his "12 o'clock position and 4 miles."

There were no further communications received from the pilot, and radar contact was lost about 1752.

A witness near the accident site stated he observed the airplane come out of the clouds, "wobbling" from side to side. The airplane then made a "hard" left turn and struck the ground. He stated the engine was "loud" and seemed to be at "full throttle."

Another witness stated the airplane just cleared the tree tops and was descending at a 45-degree angle when he lost sight of the airplane. He described the engine noise as "very loud."

The accident occurred during the hours of night, approximately 41 degrees, 34 minutes north latitude, and 71 degrees, 31 minutes west longitude.

Personnel information

The pilot held a private pilot certificate with ratings for single and multiengine land airplanes, and rotorcraft. He also held an instrument airplane rating. The pilot's logbooks were not recovered. He reported 860 hours of total flight experience, with 47 hours accumulated in the previous 5 months, on his most recent application for a FAA second class medical