AUSTELL, GA, USA
N43PD
Cessna 172SP
According to the CFI , he and his dual student were conducting instrument training. Upon establishing radio contact with approach control, the pilots were given current weather, and they were told that the glide slope for runway 8 was inoperative. While on a two mile final approach, the pilot reported that, the vertical speed indicator (VSI) abruptly showed a climb and then a descent while airspeed increased. The pilot selected the alternate static source and initiated a go-around. The airplane collided with trees two miles west of the airport. Weather minimums for the ILS rwy 8 (S-LOC ) are 800 feet with 3/4 mile visibility. The recorded weather at the airport at the time of the accident was 300 feet overcast with 2 miles visibility. Examination of the wreckage revealed that the pitot static system sustained impact and fire damage. The wreckage examination also revealed that the engine had also sustained fire damage.
On January 18, 2001, at 2307 eastern standard time, a Cessna 172SP, N43PD, collided with trees on final approach while conducting an ILS approach to runway 8 at Fulton County Airport in Atlanta, Georgia. The instrument training flight operated under the provisions of Title 14 CFR Part 91 with an instrument flight plan filed. Instrument meteorological conditions prevailed at the time of the accident. The airplane was destroyed, and there was a post-impact fire. The certified flight instructor (CFI) and rear-seated passenger received minor injuries, and the dual-student received serious injuries. The flight departed Lovell Field in Chattanooga, Tennessee, at 2200 hours. The CFI stated that the purpose of the flight was to allow the dual student and the passenger to observe instrument flying instrument procedures in real instrument weather conditions. According to the CFI, he and his dual-student were conducting instrument training when they elected to return to Fulton County Airport. Upon establishing radio contact with Atlanta Approach Control, the pilots were given current weather and told that the glide slope for runway 8 was inoperative. The flight was subsequently cleared for the ILS approach to runway 8. While on a two-mile final approach, the pilot reported, the vertical speed indicator (VSI) abruptly showed a climb and then a descent while airspeed increased. The CFI reported that because of the abrupt instrument indications, he selected the alternate static source and initiated a go-around. The pilot stated that at approximately time of the attempted go-around, the airplane collided with trees two miles west of the airport. According to the dual-student, during the final approach, the CFI asked him and the rear seated passenger to look outside the airplane to see if they could see anything. He then stated that he was looking at the ground lights when he heard the CFI say " he was going to alternate static". Shortly after the CFI switched to the alternate static source the rear-seated passenger saw fire around the airplane, and the airplane began shaking violently. The rear-seated passenger then stated he was on the ground, and the wings of the airplane were on fire. Recovered weather data showed low clouds at 300 feet and reduced visibility with rain prevailed at the destination airport at the time of the accident. Radar tracking data showed the airplane in a stable descent on approach. The airplane was descending from 3000 feet in 100-foot increments leveling off at 1600 feet then to 1500 feet, and then down to 1300 feet. Prior to the CFI's report of pitot static problems, there were no other airplane problems reported. Examination of the accident site revealed that the airplane collided with100-foot tall trees 336 west of the ground impact. Examination of the wreckage showed that the pitot static system had sustained extensive impact and fire damage. Further examination revealed that the engine sustained fire damage. Weather minimums for the ILS runway rwy 8 (S-LOC ) are 800 feet with 3/4 mile visibility. The recorded weather at the airport at the time of the accident was 300 feet overcast with 2 miles visibility. At 2307, the tower controller reported a low altitude warning and questioned the pilot about his altitude on final, there was no response.
The pilots failure to follow instrument flight procedures and descended below the published the minimum descent altitude and subsequently collided with trees short of the runway.
Source: NTSB Aviation Accident Database
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