What happened
An instrument-rated pilot was operating a multiengine airplane on a personal cross-country flight under IFR. While approaching the destination, the pilot requested time to review the GPS approach procedure. After receiving clearance, radar tracking indicated the aircraft was flying approximately 0.5 miles to the right of the final approach course. The pilot eventually turned toward the runway threshold, descending to roughly 145 feet above ground level before initiating a missed approach, likely due to an inability to align with the runway.
Following radar vectors to intercept the approach course, the pilot was cleared for the GPS approach a third time. While passing the initial approach fix, the aircraft's airspeed dropped to approximately 111 knots as it entered a left turn with a 25-degree bank. Shortly after, the airspeed further decreased to 108 knots, and the aircraft entered a rapid descent. The rate of descent exceeded 10,000 feet per minute, leading to a ground impact approximately 9 miles from the destination airport. The wreckage was severely fragmented and showed significant fire damage, with debris distributed over a 450-foot area.
Findings
Post-accident analysis of the wreckage showed no evidence of mechanical failure prior to impact; however, the left engine was not producing power at the time of the crash. While the intensity of the impact and fire prevented a definitive cause for the power loss, the loss of left engine power is the primary factor that likely triggered the sequence of events. This loss of power likely created asymmetric thrust, causing the left turn and subsequent airspeed decay.
At the time of the accident, the aircraft was likely encountering moderate or greater icing conditions, as the environment was conducive to supercooled liquid water droplets. Although the pilot's briefing included several reports of icing in the area, no official AIRMET had been issued. While the aircraft was equipped with deicing and anti-icing systems, the damage to the cockpit prevented investigators from determining if these systems were active. Although the airspeed of 108 knots was above the published stall speed, the combination of the bank angle and potential ice accumulation likely increased the stall speed or reduced the minimum control airspeed, leading to the uncontrolled descent.