NYC98FA035

The pilot initiated consecutive localizer/DME approaches to the uncontrolled airport after receiving weather information from the AWOS, which was published out of service and broadcasting in the 'Test' mode. Radar data revealed that during both approaches the airplane descended below the MDA for each segment of the approach flown. During the first approach, approximately 10 DME, the airplane was depicted 1,400 feet below the published MDA for that segment and 260 feet below the lowest MDA for the approach. Approximately 8 miles from the airport the pilot advised he was unable to activate the runway lights and received vectors for a second approach. During the second approach, the airplane impacted trees and terrain on a ridge line approximately 500 feet below the MDA for that segment of the approach. Weather was reported to be variable ceiling 100 feet and 1/4 mile visibility, with light drizzle and fog. In the remarks section of the approach plate for the LOC/DME approach it stated: 'Obtain local altimeter on CTAF/AWOS, when not available, procedure not authorized.'

History of flight

On November 28, 1997, approximately 1810 eastern standard time, a Cessna 310R, N6923, was destroyed when it collided with trees and impacted mountainous terrain while on an instrument approach to the St. Mary's Municipal Airport (OYM), St. Mary's, Pennsylvania. The certificated commercial pilot and passenger were fatally injured. Instrument meteorological conditions prevailed for the personal flight that originated at Reading, Pennsylvania, at 1642. An instrument flight rules (IFR) flight plan was filed for the flight conducted under 14 CFR Part 91.

The purpose of the flight was to transport the passenger to St. Mary's for a hunting vacation. According to transcripts of communications from the Cleveland Air Traffic Control Center, the pilot was offered a weather observation from the controller upon initial contact at 17:32:35. The pilot responded, "I've got the AWOS [at OYM], what are you having?" The pilot was offered the weather observation at Bradford, 22 miles north of OYM, and he responded, "I'll go with the AWOS." The airplane was cleared for the Localizer/DME Runway 28 approach at OYM, at 17:41:50.

At 17:49:41, the pilot contacted Cleveland Center and advised he was unable to activate the runway lights on the UNICOM frequency, 122.7. He said, "I couldn't get the lights on twenty-two seven." The controller vectored the airplane for a second approach and issued a frequency change to Altoona Flight Service for possible assistance with the lighting. When the pilot re-established radio contact with Cleveland Center, he was cleared for the Localizer/DME Runway 28 Approach, at 18:05:37. The last radar plot of N6923 placed the airplane at 2,600 feet mean sea level (msl) in the vicinity of the final approach course, approximately 4 miles from OYM.

The airplane impacted trees and terrain on a ridge line with a peak elevation of 2,370 feet msl. The wreckage was below the top of the ridge at approximately 2,100 feet msl.

The accident occurred during the hours of darkness approximately 41 degrees 24 minutes north latitude, and 78 degrees 25 minutes west longitude.

Personnel information

The pilot held a commercial pilot's certificate with ratings for airplane single and multi-engine land and instrument airplane. The pilot also held a flight instructor's certificate with ratings for single and multi-engine land and instrument airplane.

His most recent Federal Aviation Administration (FAA) second class medical certificate was issued on September 25, 1996.

The pilot's logbooks were not recovered, however, the pilot reported 11,000 hours of total flight experience on the date of his last FAA physical exam.

A co-worker examined company logs and reported the pilot's flight experience during the 90 days prior to the accident in the NTSB Form 6120.1/2. According to the report, the pilot flew 102 hours in the 90 days prior to the accident and 55 hours in the 30 days prior. Of the 55 hours reported in the previous 30 days, 53 hours were logged at night. The pilot logged 1.2 hours of night time in the 24 hours prior to the accident.

Aircraft information

The pilot's co-worker reported an annual inspection was performed on the airplane September 10, 1997, and the total time on the airframe was 6,970 hours as of November 4, 1997. She also reported the airplane was equipped with autopilot and a radar altimeter, both of which were disconnected.

Meteorological information

Weather at Dubois (DUJ), 24 miles southwest of OYM, was reported to be variable ceiling 100 feet and 1/4 mile visibility, with light drizzle and fog. The winds were from 260 degrees at 7 knots. The temperature was 47 degrees and the dewpoint was 45 degrees.

Weather at Bradford (BFD), 23 miles north of OYM, was reported to be measured ceiling 100 feet and 1 1/4 mile visibility with mist. The winds were from 290 degrees at 7 knots. The temperature was 43 degrees and the dewpoint was 43 degrees.

Aids to navigation

The pilot requested and was vectored for the Localizer/DME Runway 28 approach at the St. Mary's Municipal Airport (OYM), St. Mary's, Pennsylvania. The localizer frequency was 108.9. The inbound course was 280 degrees and the minimum descent altitude (MDA) for the final segment of the approach was 2,460 feet.

A DME transmitter was located on the airport. DME fixes along the localizer course established the final approach fix and all stepdown fixes.

The final approach fix for the LOC/DME RWY 28 approach at OYM was at the LYCEE intersection, which was positioned at 6 DME on the localizer course. The minimum descent altitude prior to crossing LYCEE was 3,600 feet. The next stepdown fix was at 2.7 DME. The minimum descent altitude for the segment of the Localizer/DME Runway 28 approach between 6 DME and 2.7 DME was 2,680 feet msl. The MDA from 2.7 DME to the missed approach point (MAP) at .8 DME was 2,460 feet. All stepdown fixes and the missed approach point were established by DME only, on the localizer course.

At the time of the accident, there was no one at the airport to brief the pilot about weather or the altimeter setting. The automated weather observation service (AWOS) at OYM was published out of service and broadcast in the Test mode. The AWOS announced "Test" at the beginning of each observation broadcast.

In the remarks section of the approach plate for the LOC/DME RWY 28 approach at OYM it stated:

"Obtain local altimeter on CTAF/AWOS, when not available, procedure not authorized."

The weather reporting equipment in the airport office was observed on November 30, 1998. The altimeter setting was 29.97 while the test message on the AWOS broadcast an altimeter setting of 29.56.

The elevation for the St. Mary's Municipal Airport was 1,934 feet.

Communications

Examination of Air Traffic Control records from Cleveland Center revealed that during both approaches the controller repeatedly referred to the "outer marker." A review of the approach plate revealed there was no outer marker associated with the LOC/DME Runway 28 approach at OYM. The controller stated that the outer marker was located at LYCEE, the final approach fix, at 6 DME on the localizer.

At 1741:50, N6923 was advised he was approximately 14 miles from LYCEE and cleared for the LOC\DME Runway 28 approach. At 1749:15, approximately three miles before reaching LYCEE, and 8 miles from the airport, N6923 advised he was unable to activate the runway lights and received vectors for a second approach.

During the second approach, at 1805:29, the pilot stated, "...six nine two three just picked up the DME show me uh show me eleven point eight out..."

At 1806:21, when the airplane was approximately 10 DME on the localizer, the controller stated,"...and november six niner two three you should be over LYCEE about now."

The controller amended his estimation of the airplane's position at 1807:53. He stated,"...november six niner two three uh the outer marker is ah two point three miles away."

The pilot repeatedly reported the loss of the DME signal.

Wreckage and impact information

The wreckage was examined at the site on November 30, 1997. All major components were accounted for at the scene. The airplane contacted trees on ascending terrain. The airplane came to rest at the point of initial ground contact on an up-slope of approximately 30 degrees. The distance from the first tree strike to the final piece of wreckage was 172 feet. The wreckage path was oriented 279 degrees magnetic and divided into 1 foot increments called wreckage points (WP).

The first tree strike (WP zero) broke the trunk at a point approximately 45 feet above the ground. The second tree strike was at WP 63. The second tree was approximately 24 inches in diameter and the trunk was broken off at a point approximately 30 feet above the ground. The trees at WP zero and WP 63 were broken off at points approxima