NYC96FA004

The noninstrument-rated pilot had received several weather briefings which included 'VFR flight not recommended.' He then departed on a local positioning flight. A few minutes after departure he contacted a nearby control tower and requested permission to fly through their airspace. Two minutes later, he requested to land. He was advised to continue with the approach and report a left base. Witnesses heard the airplane flying low with a steady engine, followed by the impact. They reported that fog obscured the tops of the trees and reduced forward visibility to 50 yards. The airplane impacted trees on rising terrain 8 miles south of the airport. Although the ceiling and visibility had improved to marginal VFR at the departure airport, the planned destination remained in instrument meteorological conditions.

History of flight

On October 7, 1995, about 1855 eastern daylight time, a Cessna P206A, N4704F, was destroyed when it struck rising terrain in Fishkill, New York. The commercial pilot was fatally injured. Instrument meteorological conditions prevailed. No flight plan had been filed for the positioning flight which was conducted under 14 CFR Part 91, and had departed Sky Acres Airport, Millbrook, New York about 1845.

The pilot had received four weather briefings. The last two briefings, which occurred at 1656 and 1813, were for a flight between Poughkeepsie, New York, and White Plains, New York. On the 1656 briefing, the pilot was advised that VFR flight was not recommended, and on the 1813 briefing, the pilot advised the briefer that he was aware that VFR flight was not recommended.

After departing for the Westchester County Airport, White Plains, the pilot established radio contact with the Dutchess County Airport, Poughkeepsie. At 1852, the pilot requested to, "...fly through the area to the south at about five hundred [feet]." This was approved. Less than one minute later, he requested and was given the Dutchess County Airport weather as, "...one thousand [feet] overcast visibility seven [statute miles]."

At 1854, the pilot indicated his desire to land at Poughkeepsie, and his position as south of the field, at 800 feet. The pilot was instructed to continue with the approach, and report on left base for runway 24. This radio call and subsequent radio calls were not answered.

Two witnesses, located about 200 yards from the accident site, reported hearing an airplane flying very low, and the sound of the impact, after which the engine stopped. Both witnesses reported the engine sound was steady and loud. Additionally, they reported that fog covered the tops of the trees, and reduced the visibility to about 50 yards.

The accident occurred during the hours of twilight at location 41 degrees, 30 minutes North and 73 degrees, 52 minutes West.

Personnel information

The pilot was the holder of a Commercial Pilot Certificate with airplane single engine land and multi-engine land ratings.

He did not possess an instrument rating.

He was last issued an FAA 2nd Class Airman Medical Certificate on November 23, 1994. According to FAA records, he had in excess of 3000 hours. His pilot log book was not recovered; however, a relative reported that the pilot had about 800 hours in the accident airplane, and was flying about 50 hours a month. AIRCRAFT INFORMATION The last inspection was a 100 hour inspection conducted on September 8, 1995. The log book did not contain a tach time. The last annual was conducted on July 6, 1996, at a tach time of 4532.09 hours.

Meteorological information

Marginal VFR conditions prevailed at Poughkeepsie, and instrument meteorological conditions prevailed at White Plains, the intended destination.

Poughkeepsie, 1845, Estimated 1000 feet overcast, visibility 7 miles, temperature 57 F, dewpoint 55 F.

White Plains, 1845, Partial obscuration, measured 300 feet overcast, visibility 1 1/2 miles, light rain and fog, temperature 57 F, dewpoint 57 F.

Wreckage and impact information

The airplane was examined at the accident site on October 8, 1995. It had impacted trees on rising terrain, at an altitude of approximately 800 feet MSL. Debris was spread along a heading of 260 degrees, for a distance of 273 feet. Both wings, the landing gear, the horizontal and vertical stabilizers, elevators, and the rudder were separated from the airplane. All flight control cables had separated at mid-span.

The wing flap jack screw was extended 1.63 inches, which according to a representative from the Cessna Aircraft Company, corresponded to 5 degrees of flap extension.

The propeller was separated from the engine. All blades had leading edge impact damage, and "S" curves along the length of the blades.

The spark plugs were gray in appearance with no impact damage to the electrodes. The magnetos produced spark when rotated by hand.

The fuel filter in the fuel control unit, and engine oil screen were clear of debris.

Medical and pathological information

An autopsy was conducted by Neela Pushparaj, M.D. Pathologist for Hudson Valley Laboratory, New York, on October 8, 1995. Toxicological testing conducted by the FAA Civil Aeromedical Institute, in Oklahoma City, Oklahoma, was negative for alcohol and drugs.

Additional information

The aircraft wreckage was released to the owner on October 8, 1995.