PONTIAC, MI, USA
N311JR
Beech A36
The pilot reported there was no mention of icing during the weather briefing he received prior to the flight. He reported that during the approach, at an altitude of about 5,000 feet, the airplane 'rapidly' began to pick up ice. The pilot reported the ice buildup was sudden in onset and rapid, occurring over a few minutes. He reported that it became difficult to maintain airspeed and altitude, and he broke out of the clouds one to two miles from the airport at an altitude of 600 feet. The pilot reported that once he had '...the runway made' he lowered the landing gear at which time the airplane began 'to sink and lose altitude rapidly despite my use of full power and attempts to level off.' The airplane impacted the rough terrain approximately 1/4 mile short of the approach end of the runway. Inspection of the airplane revealed it was covered with about 2 inches of ice. A review of the Flight Service Station weather briefing that the pilot received revealed the briefer informed the pilot of a SIGMET for severe icing in Michigan with occasional severe rime mixed or clear icing in clouds and in precipitation below 8,000 feet. The briefer also informed the pilot of an AIRMET for the entire route of flight for occasional moderate rime or mixed icing in clouds and in precipitation below 10,000 feet.
On March 9, 2000, at 1953 eastern standard time, a Beech A36, N311JR, operated by a private instrument rated pilot undershot a landing on runway 27L (6,200 feet by 150 feet) at the Oakland County International Airport(PTK), Pontiac, Michigan. The pilot and two passengers were not injured. The airplane was substantially damaged. The 14 CFR Part 91 flight was operating in instrument meteorological conditions and was on an IFR flight plan. The flight departed from the Palwaukee Airport, Wheeling, Illinois, at approximately 1800 central standard time. The pilot reported that on the evening prior to the accident and again on the morning of the accident, he checked the weather on DUATS, on AOPA/DTN, and on the Weather Channel website. He stated that on the morning of the accident, he flew from PTK to the Palwaukee Airport(PWK), Wheeling, Illinois, without incident. He reported that during this flight, he was in and out of various cloud layers and no icing was encountered. The pilot reported that at 1600 central standard time, he received a weather briefing from a Flight Service Station and he filed his flight plan for the return trip to Pontiac. The pilot reported they departed PWK in light intermittent drizzle and icing was not encountered as he climbed to 9,000 feet over Lake Michigan. He stated there was no mention of icing by controllers or other pilots during the entire trip. The pilot reported he started the descent out of 9,000 feet over Howell, Michigan. He reported the ATIS at PTK was reporting a ground temperature above freezing and the temperature at 9,000 feet was -1 degree C. The pilot reported he entered the clouds around 7,000 feet. He reported, "While it does not by itself preclude possibilities of icing, for the entire trip and up to the point where we began our descent into the clouds, there were no precipitation returns at all seen on the on-board aircraft weather radar nor were any disturbances seen on the stormscope." The pilot reported that when he reached 5,000 feet the airplane "rapidly" began to accumulate some ice. He reported, "We checked the wings with flashlights, but in night IFR conditions we could not judge how much ice was accumulating. The ice buildup was quite sudden in onset and rapid, occurring over a few minutes. Just south of the airport it became difficult to maintain airspeed and altitude. At that time I was concentrating entirely on maintaining aircraft control, and focused on dealing with the problem." The pilot reported he flew the localizer backcourse approach to runway 27L and broke out of the clouds at 600 feet above the ground at a distance 1 to 2 miles from the runway. The pilot reported that once he had "...the runway made" he lowered the landing gear and at which time the airplane began "to sink and lose altitude rapidly despite my use of full power and attempts to level off." The airplane impacted the rough terrain approximately 1/4 mile short of the approach end of the runway. The airplane and accident site was examined by an Inspector from the Federal Aviation Administration Belleville, Michigan, Flight Standards District Office. The inspector reported the airplane touched down in a rough, soft grass area. He stated the nose gear and pieces of the left elevator were located approximately 100 feet after the initial touchdown point. He reported that the airplane traveled an additional 200 feet before coming to rest on a heading of 090 degrees. The inspector reported that there was approximately 2 inches of ice build-up on the airplane when he arrived at the site. A tape and transcript were received of the weather briefing that the pilot received from the Kankakee Automated Flight Service Station at 1638 central standard time on the day of the accident. A review of the briefing revealed the briefer informed the pilot of a SIGMET for severe icing in Michigan with occasional severe rime mixed or clear icing in clouds and in precipitation below 8,000 feet. The briefer also informed the pilot of an AIRMET for the entire route of flight for occasional moderate rime or mixed icing in clouds and in precipitation below 10,000 feet. (See attached weather briefing transcript for further details.)
the pilot's decision to fly into known adverse weather conditions which included icing and his inability to maintain aircraft control and a proper glidepath during the approach. Factors associated with the accident were the icing weather conditions and the rough terrain that the airplane encountered during the undershoot landing.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
