The pilot reported that, while approaching the airport in Blue Earth, Minnesota, in night, marginal visual meteorological conditions, he turned on the pilot-controlled runway lights. He added that he began a descent to the runway without observing the runway lights or airport and encountered “ground fog” about 200′ to 300′ above ground level (agl).
He added that he continued the descent to the runway while referencing the navigational moving map and GPS altitude on his electronic flight bag (EFB) application ForeFlight.
Subsequently, while in a left turn, the Cessna 182 hit terrain about a nautical mile south of the runway.
The left wing, firewall, and fuselage sustained substantial damage.
The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.
He added that, while en route, he reset his airplane-installed barometric pressure altimeter to the GPS altitude indicated on his EFB, which resulted in a “300′ error.”
An automated weather observing station, about 14 nautical miles west of the accident airport, recorded visibility at 2-1/2 statute miles, light rain, mist, and an overcast cloud ceiling at 300′ agl.
Probable cause: The pilot’s decision to continue the night, visual flight into instrument meteorological conditions, which resulted in controlled flight into terrain while on final approach. Contributing to the accident was the pilot’s improper use of an electronic flight bag.
NTSB Identification: GAA17CA215
This April 2017 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
During a ferry flight of a new Cessna single, I was VFR at night approaching Dubuque, IA airport just west of the river. I could see the airport but somewhat obscured. I called traffic they warned of (helicopter) reported fog above ground height two hundred foot thick near airport. I turned on the landing lights and was blinded by a nearly white out condition, so turned them off and continued cautiously. The touchdown was uneventful. I thanked the rotor guys at the hotel that night for their reporting.
“reset his airplane-installed barometric pressure altimeter to the GPS altitude indicated on his EFB” < absolutely FORBIDDEN! Even the moving map on the panel is for informational use only, not to be relied on for navigational information. The label warnings are in the POH and on products like Foreflight and Garmin Pilot tablet software.
But, he was VFR only trying to do IFR stuff. And we (instrument rated pilots) get taught to use what? The ASOS/AWOS or ATIS (depending on what is available at the airport of landing or what to use when it doesn’t have its own wx reporting) and to NOT use the GPS altitude info.
So if you get X-Plane and learn to fly on instruments with it and never use a CFII to learn how the system actually works, this is the kind of Darwin Award candidates you end up with.
Lastly, there is no MVFR at night. You either have the night VMC minimums (or greater) or you are in IMC at night. Day time is quite different, you do have MVFR and VFR conditions.
This guy broke how many regs before CFIT?