HARRISBURG, IL, USA
N45PM
Socata TBM 700
The airplane was damaged when it impacted the ground while performing a GPS approach in instrument weather conditions. The aircraft was on the third GPS approach attempt when the accident occurred. The pilot said that the runway, "...was sighted at about 3/4 of mile and [at] MDA. The [runway] lights were in sight and I had a good clear view of the [runway]... Everything looked fine visually until just before the accident. As we neared the [runway] it became apparent that the [runway] was rising in the window. I added power to stop the descent, however, there was a significant delay (much longer than normal) in the response of the engine. The engine finally spooled and at that moment a gust lifted the right wing and the left wing dropped, I corrected but there was not enough altitude and the left wing impacted the ground." The pilot said that he, "... had logged the engine parameters on this flight since the engine just had a compressor wash and everything indicated the engine was performing, as it should." The minimum descent altitude for the approach is 364 feet above the elevation of the airport. The Automated Weather Observing System at the destination airport recorded the sky condition as 200 feet overcast with a visibility of 1 1/2 statute miles. The winds were recorded as 080 degrees at 3 knots. No preexisting anomalies were found with respect to the aircraft.
On December 15, 2000, at 0545 central standard time (cst), a Socata TBM 700, N45PM, piloted by a private pilot, sustained substantial damage when it impacted terrain near Harrisburg, Illinois. The aircraft was on the GPS RWY 24 approach to the Harrisburg-Raliegh Airport (HSB), Harrisburg, Illinois. The 14 CFR Part 91 flight was on an instrument flight rules (IFR) flight plan and instrument meteorological conditions prevailed at the time of the accident. The pilot and one passenger reported no injuries; two passengers reported minor injuries. The flight originated from the Winder-Barrow Airport (WDR), Winder, Georgia at 0500 eastern standard time. The pilot reported that he was performing his third approach to the airport. He said that the first two attempts were for the GPS runway 24 approach to HSB and that these attempts ended in missed approaches. He said that, during each of the first two approaches, there was, "... good ground contact moving closer to the [runway]." The third attempt was also a GPS runway 24 approach. The pilot said that the runway, "...was sighted at about 3/4 of mile and [at] MDA. The [runway] lights were in sight and I had a good clear view of the [runway]. In fact the lights illuminated the [runway] quite well against the backdrop of white snow and the cloud layer above." The pilot said, "Everything looked fine visually until just before the accident. As we neared the [runway] it became apparent that the [runway] was rising in the window. I added power to stop the descent, however, there was a significant delay (much longer than normal) in the response of the engine. The engine finally spooled and at that moment a gust lifted the right wing and the left wing dropped, I corrected but there was not enough altitude and the left wing impacted the ground." The pilot said that he, "... had logged the engine parameters on this flight since the engine just had a compressor wash and everything indicated the engine was performing, as it should." The pilot also stated that the runway end identifier lights (REIL) were not working. In a written statement, the HSB airport manager said that the REIL system was functioning properly. The automated weather observing system located at HSB recorded the weather at 0555 cst as: Winds 080 degrees magnetic at 3 knots; Visibility 1 1/2 statute miles; Sky condition 200 feet overcast; Temperature 25 degrees Fahrenheit; Dewpoint 25 degrees Fahrenheit; Altimeter setting 30.42 inches of Mercury. The instrument approach chart for the GPS RWY 24 approach at HSB lists the minimum descent altitude as 760 feet MSL. The field elevation at HSB is 396 feet MSL. A postaccident examination of the aircraft failed to reveal any anomalies that could be associated with a preexisting condition.
The pilot not attaining the proper glidepath on the instrument approach. The pilot's decision not to fly to an alternate airport and his decision to continue the approach in weather conditions below the published minimums were contributing factors.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
