KENNEWICK, WA, USA
N374TC
Cessna 182S
The pilot was informed of icing conditions prior to entering the clouds. Although the aircraft is prohibited from flight into known icing conditions, the pilot elected to continue the flight into the icing conditions and land at his planned destination. Once the aircraft entered the clouds, it immediately began picking up ice, ultimately preventing it from attaining any significant climb rate and necessitating a nearly full-power approach at an airspeed 30 to 40 knots faster than the airplane's normal flaps-up landing speed. The pilot performed an instrument landing system (ILS) approach to an airport 5 miles from his destination, and after breaking out under the clouds, canceled instrument flight rules (IFR) and proceeded under visual flight rules (VFR) to the destination airport (whose runway is approximately 3,100 feet shorter than the runway to which the ILS approach is made.) The pilot reported that about 30-50 feet above ground level on final approach, he reduced power and extended flaps from 10 degrees to 20 degrees (the 'Inadvertent Icing Encounter' emergency procedure in the pilot's operating handbook specifies that wing flaps be left retracted.) The aircraft's speed immediately dropped, as did the left wing. The aircraft descended and the airplane landed hard, bouncing once before settling to the runway surface. The pilot reported that after he taxied to the ramp and inspected the airplane, he noted about 1/2 inch of ice on all flight surfaces.
On December 30, 1999, approximately 1430 Pacific standard time, a Cessna 182S, N374TC, was substantially damaged in a hard landing at Vista Field, Kennewick, Washington. The private pilot-in-command of the flight and two passengers on board were not injured in the accident. Marginal visual flight rules (MVFR) conditions (ceiling 1,200 feet overcast, visibility 6 statute miles in mist) were reported at Pasco, Washington, at 1353, and the 14 CFR 91 personal flight was on an instrument flight rules (IFR) flight plan from Sacramento, California, which departed about four hours and 35 minutes prior to the accident. In a written statement, the pilot reported that he received a weather briefing prior to departure that morning. The briefing indicated that an AIRMET existed for icing conditions in the Pasco area that was to dissipate about 90 minutes prior to the flight's arrival. The flight en route was uneventful. About 35 miles southwest of Pendleton, Oregon, the pilot requested the current weather at Pasco. The controller informed the pilot that the ceilings were 1,800 feet, six miles visibility in mist, and the temperatures were below freezing. The flight continued in visual meteorological conditions, and the controller informed the pilot that a previous flight reported picking up light rime ice on the approach into Pasco. The pilot reported that at this time he chose to continue the approach into the area as his wife was feeling poorly, and also that he had experienced light icing on a previous flight, and the aircraft had handled okay under those conditions. The pilot then prepared for flight into the clouds by checking the defroster, turning on the pitot heat, and extinguishing the strobe lights. The flight was cleared to descend to 4,000 feet into the clouds. The pilot reported that when the airplane entered the clouds, he noted an immediate temperature drop and the aircraft began to pick up ice. He stated, "It was like one bucket of water was thrown on the plane and froze immediately, but no more was collecting on the windshield, leading edge or strut." The pilot elected to continue the flight and was cleared to descend to 2,500 feet. The aircraft then began to pick up rime ice. The pilot increased engine power and maneuvered the airplane to ensure controllability. The pilot noted that he could maintain altitude, but could not climb at any reasonable rate. The flight was then cleared for the instrument landing system (ILS) approach to Pasco. The pilot informed the controller at Pasco that he wanted to fly a low approach over the airport to visual conditions, and then continue to Vista Field in visual conditions. The pilot indicated that no problems were encountered on the ILS approach. The airplane subsequently broke out underneath the clouds, ATC canceled the flight's IFR and the pilot proceeded under visual flight rules (VFR) to Vista Field. The pilot reported that during the approach to Vista Field, he applied nearly full power to maintain approximately 110 knots (according to the Cessna 182S Information Manual, the airplane's normal flaps-up landing speed is 70 to 80 knots indicated airspeed [KIAS].) The ice on the windshield was clearing and he lined up for landing on runway 20. The pilot reported that he extended 10 degrees of flaps about 1/4 mile from the airport, and that over the runway at about 30-50 feet above ground level he extended 10 more degrees of flaps and reduced power. The pilot stated that "The aircraft lost airspeed immediately, the left wing stopped flying, it nosed over and fell to the runway..." The pilot pulled the nose up just prior to the aircraft landing hard on the left main landing gear, then the nose gear. The airplane bounced once, then settled to the surface. The pilot then taxied the airplane to fueling and the parking ramp. The pilot reported that when he was inspecting the airplane for damage, he noted that "There was greater than 1/2" of ice on all surfaces which had thawed when I came out of the clouds and refroze to clear ice as I got to ground." Pasco's elevation is 407 feet above mean sea level (MSL). The initial approach segment of the Pasco runway 21R ILS approach is flown at altitudes of 2,800 feet MSL to 3,500 feet MSL (depending on the initial approach fix [IAF] used), with a glide slope intercept altitude of 2,400 feet MSL. Decision height for a straight-in ILS approach to runway 21R is 600 feet MSL (200 feet above the touchdown zone elevation [TDZE] of 400 feet MSL.) Runway 21R has 7,109 feet available for landing, with 6,100 feet beyond the glide slope/runway intersection point, and is 150 feet wide. The runway is equipped with high-intensity runway lights and medium intensity approach light system with runway alignment indicator lights (MALSR), and has a grooved asphalt surface. The airport is also certificated under 14 CFR 139 for air carrier service, and possesses airport rescue and firefighting (ARFF) index B capabilities (refer to the U.S. Government Airport/Facility Directory for a description of ARFF indices.) Surface temperature reported in the 1353 Pasco weather observation was -1 degree C, dewpoint was -2 degrees C, and calm winds were reported. Vista Field, approximately 5 nautical miles southwest of Pasco, has one runway, 2/20. The runway is asphalt-surface, 4,000 feet long and 150 feet wide, and is equipped with precision approach path indicator (PAPI) lighting systems in both directions. Vista Field is not certificated under 14 CFR 139. The limitations section of the Cessna 182S Information Manual states that flight into known icing conditions is prohibited. However, the Cessna 182S Information Manual does contain an emergency procedure for "Inadvertent Icing Encounter." This procedure directs the pilot to leave wing flaps retracted, stating: "With a severe ice build up on the horizontal tail, the change in wing wake airflow direction caused by wing flap extension could result in a loss of elevator effectiveness."
The pilot's decision to continue flight into known icing conditions, and his subsequent failure to maintain adequate airspeed on final approach, resulting in a hard landing. Factors included: icing conditions; the pilot's improper decision to continue to his planned destination from an ILS low approach rather than to execute the straight-in ILS approach to a full stop on a more suitable runway for his flight situation; and the pilot's failure to follow proper pilot's operating handbook procedures for an inadvertent icing encounter.
Source: NTSB Aviation Accident Database
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