CHI99LA086

Factual narrative

On February 5, 1999, at 2215 eastern standard time, a Beech 58, N58AK, piloted by an instrument rated commercial pilot, sustained substantial damage during a landing on Runway 9 (6,500' X 100' asphalt with a poor braking advisory) at Otsego County Airport near Gaylord, Michigan. The airplane landed 15 feet left of Runway 9's centerline and exited the runway's left edge into a snowbank. The left main and nose gear collapsed. The pilot reported no injuries. The 14 CFR 91 positioning flight was operating on an instrument flight plan. Instrument meteorological conditions prevailed. The pilot reported that the flight departed from Ypsilanti, Michigan, at 2100. In his written statement, the pilot said that there was no significant weather during his six preceding flights on the accident date. On the last positioning leg, he stated that at 10,000 feet mean sea level (MSL) he encountered icing north of Mount Pleasant, Michigan, en route to Gaylord, Michigan. He requested a discretionary decent to 4,000 feet MSL and was given that decent clearance. He said he activated the alcohol anti-ice system during the decent. The windshield did not clear. He stated that weather at Gaylord, Michigan, was 800 overcast, 4 miles visibility, light freezing drizzle, and wind 200 degrees at 10 knots with gusts to 17 knots. The instrument landing system approach to Runway 9 was used. The pilot stated that the approach was normal and the airport was insight during the approach. While in the landing flare, he stated, he realized only the approach lights were on and that the runway lights did not activate. He said he had no visual reference to the runway. He stated that the aircraft landed on the runway, but struck a snowbank on the north side of the runway. During a conversation with the pilot, he stated that the airplane was not certified for flight into known icing conditions. While interviewing the airport manager, he explained the airport lighting operation at the Ostego County Airport. He stated that there were two receivers that work on the frequency 118.9 to activate airport lighting. One receiver the Federal Aviation Administration maintains for the approach lights. The other receiver is for runway and taxiway lights and is maintained by the airport. The receivers are not interconnected, so when the pilot tries to activate the entire lighting system by radio, one portion will come on and the other portion may not. The approach light's receiver is located close to the approach end of the Runway 9 and receives a stronger signal than the other receiver while aircraft are on the approach. Since the accident, the airport manager has issued a local notice to airman to indicate that runway lights are not available when activated beyond 4 miles from the airport. The pilot said that the icing conditions obscured the view through the windshield even with the application of anti-icing fluid. In his written report, he said that the approach lights came on and that the runway lights did not. He said that he had no visual reference to the runway during the landing flare. He reported that the airplane landed on the runway, but struck a snowbank on the north side of the runway. The airport lighting system has two receivers on the pilot controlled frequency 118.9. One receiver controls the approach lights and the other controls the runway and taxiway lights. Because the approach lights receiver is located close to the approach, it has better reception than the runway lights receiver does. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12