Accident Details
On February 5, 2015, at 0048 central standard time, a Beech A36 airplane, N29AC, collided with terrain while landing at Andrews County Airport (E11), Andrews, Texas. The commercial pilot and one passenger sustained serious injuries; the two remaining passengers received minor injuries. The airplane was substantially damaged. The flight was operated under 14 CFR Part 91 as a personal flight, originating from Mid Valley Airpark (E98), Los Lunas, New Mexico, at 2341. Instrument meteorological conditions prevailed, and the flight operated on an instrument flight rules (IFR) flight plan.
The pilot reported that during the en route portion near Roswell, New Mexico, a thin layer of clouds began to appear below his altitude. At 0016, he communicated with Fort Worth Air Route Traffic Control Center (ZFW) requesting the RNAV GPS runway 16 approach at E11. He also received the 2353 weather observation for his alternate airport, Midland International Airport (MAF). The E11 weather observation was not requested nor provided to the pilot. The controller cleared the pilot for the approach, and at 0039, radar services were terminated.
The pilot stated that when close to the airport, with landing gear and flaps extended, they descended through a 200-to-300-foot thick cloud layer, breaking out at 700 to 800 feet above ground level with the runway in sight. He added full power when the descent rate seemed high, but the airplane continued descending. The airplane contacted the ground less than a minute after exiting the clouds, about 3,000 feet short of the approach end of runway 16, and traveled about 1,000 feet before stopping.
Postaccident examination revealed 1/4 to 1/2 inch of ice on the leading edges of the wings, vertical stabilizer, horizontal stabilizer, windscreen, and several antennas. The pilot reported no indication of icing from the DUATS briefing, the E11 AWOS he listened to before the approach, or from ATC. He did not see visible ice on the side window or inboard wing during the descent.
Weather Information
The DUATS briefing received by the pilot contained AIRMET ZULU, valid at the time of the accident, which called for moderate icing below 12,000 feet and encompassed E11.
At 2355, the E11 METAR reported wind 020° at 16 knots gusting 19, visibility 4 statute miles with mist, ceiling 700 feet overcast, temperature -1°C, dewpoint -1°C, altimeter 30.37 inHg. At 0055, the observation was wind 010° at 11 knots, visibility 5 miles with mist, ceiling 700 feet overcast, temperature -1°C, dewpoint -2°C, altimeter 30.39 inHg.
At 2353, the MAF METAR (29 miles southeast) reported wind 020° at 15 knots, visibility 9 miles, ceiling 800 feet overcast, temperature 0°C, dewpoint -2°C, altimeter 30.36 inHg, with remarks including peak wind 020° at 27 knots at 2317 and ceiling 600 feet variable 1,100 feet.
Air Traffic Control Services
MAF approach control closed at 0000, after which ZFW assumed approach control responsibilities, including for E11. Per FAA Order 7110.65, ZFW was required to provide approach information to aircraft destined to airports under their control. Although the pilot stated he listened to the E11 AWOS before the approach, the ZFW controller did not ensure the pilot had current weather for E11. Additionally, the weather conditions at E11 met criteria for soliciting PIREPs (pilot reports) for icing and low ceilings/visibility, but the controller did not solicit PIREPs from the preceding aircraft or the accident pilot.
Probable Cause
Not stated in source.