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NTSB Preliminary Accident Report
…Dark night instrument meteorological conditions prevailed in the area of GAI at the time of the accident. The reported weather at GAI included variable wind at 4 knots, an overcast ceiling at 200 ft above ground level (agl), and 1.25 statute miles visibility in fog. A convective SIGMET was valid for the accident time.
Preliminary Federal Aviation Administration (FAA) air traffic control communication information revealed that the pilot was advised to expect the RNAV/GPS A instrument approach procedure at GAI, but the pilot expressed a preference for the RNAV (GPS) RWY 14 approach procedure. The controller cleared the pilot to fly directly to the BEGKA intermediate fix (IF), approximately southwest and ahead of the airplane’s position, but instead, the airplane turned about 100° to its right. The controller provided numerous heading changes and direct clearances to waypoints on the RNAV (GPS) RWY 14 approach procedure; however, the pilot made a series of left and right turns, near course reversals, or continued established headings as the controller repeatedly requested that the pilot turn to a different heading. At one point, the controller requested that the pilot confirm he had the BEGKA waypoint and spelled it for him. The pilot responded that he had entered the information incorrectly and was making the correction. About that time, another airplane on approach to GAI announced that visibility was below minima and requested a diversion to another airport.
The controller instructed the accident pilot to proceed direct to BEGKA and cleared him for the RNAV (GPS) RWY 14 approach. The minimum altitude at BEGKA, 11.3 nautical miles (nm) from the runway, was 3,000 ft mean sea level (msl). The airplane crossed BEGKA about 2,775 ft as it aligned with the final approach course and continued its descent. The minimum altitude at the final approach fix (TIMBE), 5.2 nm from the runway, was 2,200 ft msl. The airplane crossed TIMBE at 1,725 ft msl. The minimum altitude at JOXOX waypoint, about 2.3 nm from the runway, was 1,280 ft msl; the airplane crossed JOXOX at 750 ft. The decision altitude (DA) for the final segment of the approach was 789 ft msl (The DA defines the altitude at which the pilot must initiate a missed approach procedure if specified visual references to the runway are not acquired).
About 1.25 miles from the runway and left of the runway centerline, the airplane impacted and became suspended in a power line tower at an elevation about 600 ft msl and 100 ft agl. Between JOXOX and the collision with the tower, the airplane descended as low as 475 ft. The published field elevation at GAI was 539 ft msl.
Figure 1 shows preliminary flight track information in relation to the runway 14 final approach course, with minimum altitudes for each segment of the approach shown in orange, and the airplane’s altitude at those locations shown in white.…