Introduction
A single-engine airplane impacted trees and terrain during dark night instrument meteorological conditions with fog. The private pilot, who was the sole occupant, was returning to the home base airport from a cross-country flight.
Flight and ATC Communications
Air traffic control issued the pilot weather information from the nearest airport, approximately 15 nautical miles from the destination airport: wind 120 degrees at 9 knots, visibility 10 statute miles, clouds 25,000 feet scattered, temperature 20 degrees Celsius, dew point 19 degrees Celsius, and altimeter 30.02 inches of mercury. The controller also informed the pilot that fog was reported in the area. The pilot requested and was cleared for the VORDME 14 non-precision approach at the destination airport. Radar contact with the aircraft was lost at an altitude of 1,901 feet above mean sea level. Shortly after, the pilot transmitted in part, "approach... can't find the airport." The controller instructed the pilot to execute the published missed approach instructions and asked for his next request. The pilot replied, "I've got it, I've got the strobe under me now sir." The controller asked if the airplane was landing, and the pilot responded, "affirmative sir I got the strobe." When asked if he was canceling IFR, the pilot said, "no sir just a minute stay with me please sir." There were no further communications from the pilot.
Witness Accounts
Witnesses near the airport reported hearing the airplane flying low, followed by a loud boom, the sound of an explosion, and fire. Local authorities who responded to the accident site reported "floating fog and mist in the vicinity of the airport."
Post-Accident Examination
The pilot had accumulated 2,000 hours in the make and model of the airplane. In 1996, the pilot logged 122.8 hours of actual instrument flight time; however, neither the pilot's total instrument flight experience nor recency of instrument flight rules (IFR) experience at the time of the accident could be verified. Examination of the wreckage confirmed flight control continuity. The engine was examined and torn down, revealing no discrepancies that would preclude operation. The muffler was pressure tested according to the manufacturer's heater muffler inspection procedures, and no leaks were detected. According to the NTSB metallurgist, debris found on the carburetor inlet screen were deposits of the melted float assembly. No evidence of an in-flight mechanical or flight control malfunction was found that would have rendered the airplane uncontrollable prior to impact.