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On November 21, 2007, about 0145 eastern standard time, a Cirrus Design Corp. SR-20, N108GD, was substantially damaged when
it impacted terrain in New Windsor, New York, while on approach to the Stewart International Airport, (SWF), Newburgh, New
York. The certificated private pilot was fatally injured, and two passengers were seriously injured. Instrument meteorological
conditions prevailed and an instrument flight rules (IFR) flight plan was filed for the flight that departed the Lynchburg
Regional Airport (LYH), Lynchburg, Virginia. The personal flight was conducted under 14 CFR Part 91.
The airplane was co-owned by the pilot and based at the Wings Field Airport (LOM), near Philadelphia, Pennsylvania.
According to preliminary information obtained from the Federal Aviation Administration, the pilot departed LOM about 1550,
on November 20th, and flew to LYH, where he landed about 1800, and picked up the two passengers. The airplane subsequently
departed LYH about 2250, and proceeded to SWF without incident. The pilot attempted an instrument landing system (ILS) approach
to runway 9, a 11,818-foot-long, 150-foot-wide, asphalt runway, which resulted in a missed approach. The pilot was subsequently
directed by air traffic control for a second ILS approach to runway 9, and the airplane was cleared to land when it was about
9 miles from the runway. The pilot acknowledged the landing clearance; however, there were no further communications from
the airplane. Preliminary radar data revealed that the airplane was drifting right of the extended runway centerline as it
descended toward the runway. The airplane's radar target descended approximately from 1600 feet to 700 feet, and its ground
speed slowed from 142 knots to 102 knots during the minute before radar contact was lost at 0144:49. The airplane was subsequently
located about 1/10 mile further east of the last radar target.
The airplane impacted trees and uneven terrain within Stewart State forest, about 2 miles from the approach end of runway
9. The airplane came to rest about 65 feet from an initial tree strike, and was inverted, on a magnetic heading of 210 degrees,
and on a 070 degree bearing to the runway. All major components of the airplane were accounted for at the accident site.
The right wing remained intact and attached to the airframe. It displayed leading edge damage consistent with tree strikes.
The right aileron was detached at the inboard hinge, but remained attached via the outboard hinge. The left wing structure
had separated from it's flap outboard, exposing the main spar. The left aileron was located on the ground near the initial
tree strike. Both wing fuel tanks were compromised; however, fuel was observed leaking from the right wing. The right elevator
was bent upward about 45 degrees, and the left elevator and horizontal stabilizer were bent upward about mid-span. The rudder
was separated at it's upper hinge. Flight control continuity was confirmed from the cockpit to all flight controls except
the left aileron. The airplane's left main landing gear remained attached; however, the right main, and nose gear were separated.
The engine was separated from its mounts and remained attached to the airframe via hoses and cables. The complete propeller
assembly was separated at the crankshaft flange and located at the base of a tree, adjacent to the main wreckage. All three
propeller blades were twisted, and displayed varying degrees of chordwise scratches and tip bending. The crankshaft displayed
a 45-degee shear lip at the point of the propeller assembly separation and was bent slightly. The crankshaft could not be
rotated; however, there was no external evidence of a catastrophic engine failure. Both magnetos were separated from the engine
and produced spark from all towers when rotated by hand. All top sparkplugs except for the number 1 cylinder were removed.
The number 1 cylinder sparkplug could not be removed due to impact damage; however, the bottom sparkplug was removed for examination.
The electrodes of all the removed sparkplugs were intact. The engine driven fuel pump contained fuel, it rotated freely and
its drive shaft was intact. Measurement of the flap control actuator corresponded to a 50-percent (16 degree) flap setting.
The airplane was equipped with a Cirrus Airplane Parachute System (CAPS). The caps handle in the cabin was displaced from
its holder; however, it was noted that the ceiling structure around the handle was buckled. The CAPS access cover was intact
and the parachute was found in the stowed position.
The airframe and engine were retained for further examination. A handheld Garmin Global Positioning System (GPS) receiver
was located in the cockpit and forwarded to the Safety Board's Vehicle Recorders Division, Washington, D.C.
Review of fueling records from a fixed-base operator at LYH revealed that the airplane was "topped-off" with
22.5 gallons of 100 low lead, aviation gasoline prior to takeoff.
The pilot reported 445 hours of total flight experience on his most recent application for a Federal Aviation Administration
third class medical certificate, which was issued on January 22, 2007. He received an instrument rating during January 2006.
A weather observation taken at SWF, at 0145, reported: winds calm; visibility 1/4 mile, runway 09 visibility 3,000 feet,
in fog; ceiling 400 feet overcast; temperature and dew point 4 degrees Celsius; altimeter 30.07 inches of mercury.
Review of the ILS runway 9 approach chart revealed that the decision height for the straight-in ILS runway 9 approach
was 682 feet, and the touchdown zone elevation was 482 feet.
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