Approach and Initial Instructions
While arriving, the pilot contacted 'Springs Approach' and was given a vector to join the localizer for the ILS DME Runway 17L approach. The controller advised that runway RVR was 4,000 feet, equivalent to about 3/4 mile visibility, but did not provide other current weather or airport information. The pilot was instructed to descend and maintain 9,000 feet, and then to reduce speed by 20 knots because he was closing on an MD-80 aircraft 3 miles ahead.
Transfer to Tower and Missed Approach
Approximately two minutes later, without issuing a clearance for the ILS approach, the pilot was transferred to tower frequency. Soon after, the tower controller advised the pilot that radar showed he had deviated from the localizer course and inquired about his intentions. The pilot responded that he would make a missed approach. To ensure separation from other traffic, the controller instructed the pilot to turn left to 090 degrees and climb to maintain 9,000 feet. Seconds later, the controller noted the pilot was below the minimum vectoring altitude and told him to start his climb, which the pilot acknowledged.
Loss of Contact
About a minute later, the controller asked the pilot for his heading; the pilot replied, '...190 heading to 090.' The controller told him to 'Start a left turn now. You're headed towards the mountains.' The pilot acknowledged, but moments later, radio and radar contact with the airplane were lost. The airplane impacted a small hill approximately 5 miles north of the airport on a magnetic heading of 080 degrees.
Pilot Background
Although the pilot was certificated to fly multiengine airplanes in instrument meteorological conditions, FAA records revealed he had once failed the instrument practical test; had made an inadvertent wheels up landing in the airplane; had failed an instrument procedures refresher course; and had once failed the multiengine practical test. These events occurred 18, 10, 7, and 6 months before the accident, respectively.