ASN Wikibase Occurrence # 133192
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Date: | Monday 11 April 1994 |
Time: | 06:03 |
Type: | Cessna 182P Skylane |
Owner/operator: | Jerseyville Sport Flyers |
Registration: | N9187M |
MSN: | 18264732 |
Year of manufacture: | 1976 |
Total airframe hrs: | 3246 hours |
Fatalities: | Fatalities: 0 / Occupants: 1 |
Aircraft damage: | Destroyed |
Category: | Accident |
Location: | Chesterfield, MO -
United States of America
|
Phase: | Approach |
Nature: | Private |
Departure airport: | OK5 |
Destination airport: | SUS |
Investigating agency: | NTSB |
Confidence Rating: | Information is only available from news, social media or unofficial sources |
Narrative:HISTORY OF FLIGHT
On April 11, 1994, at 0603 central daylight time (cdt), a Cessna 182P, N9187M, registered to the Jerseyville Sport Flyers, of Jerseyville, Illinois, and piloted by an instrument rated private pilot, was destroyed during a collision with trees and terrain while flying the ILS approach for runway 08R at the Spirit of St. Louis Airport, Chesterfield, Missouri. Instrument meteorological conditions prevailed at the time of the accident. The 14 CFR Part 91 flight was operating on an IFR flight plan. The pilot received serious injuries. The flight departed Jerseyville, Illinois, at 0530 cdt.
The pilot obtained a flight service station weather briefing for a flight from St. Louis, Missouri, to Cincinnati, Ohio, before departure. During his briefing the pilot was advised that thunderstorms and rain showers were approaching the St. Louis area from the west and southwest. He was also advised that the Spirit of St. Louis Airport's ILS glide slope was out of service for runway 08R. At the conclusion of the weather briefing the pilot filed an IFR flight plan from St. Louis, Missouri, to Cincinnati, Ohio.
Two pilot rated friends of the accident pilot said the weather was about 700 overcast with four mile's visibility and light rain showers when he departed. The friends were asked if they were aware of the pilot's activities the day before the accident flight. They said he had attended a fish fry the day before and had left it about 2000 cdt. An interview with the pilot's wife confirmed this. She added that he retired for the evening about 2215 cdt, and awoke between 0330 and 0400 cdt on April 11, 1994.
N9187M's pilot contacted the St. Louis approach control at 0533 cdt. He asked the approach controller for vectors to the Spirit of St. Louis Airport. The controller gave the pilot a VFR transponder code and told the pilot to maintain VFR at 2,500 feet. About three minutes later the controller asked the pilot "...are you going to be able to maintain VFR?" The pilot replied, "...just barely."
After deciding that the pilot was instrument rated, the controller asked if he wanted an IFR clearance to the airport. The pilot responded that he would. At 0536 cdt, the controller stated: "Alright november eight seven mike cleared to Spirit Airport via radar vectors maintain two thousand five hundred." About nine minutes after receiving the IFR clearance, the controller asked if the pilot could see the airport. He added that if the pilot did not see the airport he would give the pilot "...vectors for an ILS eight right approach." N9187M's pilot repeated the controller's statement.
About three minutes later, the controller asked the pilot if he could see the airport. The pilot stated he could not. The controller gave the pilot headings to intercept runway 08R's localizer. The controller gave the pilot his final localizer intercept heading, stating: "...maintain two thousand five hundred till established on the localizer cleared ILS eight right approach." The pilot was given weather information: "...St. Louis is measured ceiling niner hundred broken seventy-five hundred overcast visibility three rain fog and the altimeter is three zero-zero eight... ." N9187M's pilot responded by repeating his airplane's "N" number.
After the pilot received the current weather, the controller asked him if he was turning onto the localizer. The pilot responded that he had not received the localizer signal. The approach controller contacted the Spirit of St. Louis air traffic control tower (ATCT) and asked, "Yeah hey uh your ILS is up right Kevin?"
The tower controller said: "Yeah the localizer's up but I got here just a couple of minutes ago it was in alarm though so but uh. It was in alarm but the localizer is up now."
The approach controller cleared N9187M's pilot for a second ILS approach. The controller asked the pilot if he was receiving the localizer and was told by the pilot that he was not. The approach controller called the ATCT and asked:
Sources:
NTSB id 20001206X01074
Revision history:
Date/time | Contributor | Updates |
21-Dec-2016 19:25 |
ASN Update Bot |
Updated [Time, Damage, Category, Investigating agency] |
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