Smith Aerostar 601P accident near Chittenden, Vermont, January 25, 2002
On January 25, 2002 at about 10:10 pm local time, a Smith Aerostar 601P, registered N104CS, was destroyed in an accident near Chittenden, Vermont (Rutland State Airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain aircraft control while holding.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 25, 2002 · about 10:10 pm local time
- Place
- Chittenden, Vermont · Rutland State Airport · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Smith Aerostar 601P · all Aerostar 601Ps on the register
- Registration
- N104CS · no longer on the register · serial 61P-0404-141
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane collided with mountainous terrain during approach to the destination airport. While approaching the airport, the pilot requested vectors for a localizer approach to runway 19. Due to traffic, air traffic control (ATC) issued the pilot a holding clearance. The airplane was approaching the holding fix about 8,000 feet, when the pilot advised ATC that the airplane was picking up a little ice. ATC initially offered an amended clearance of 9,000 feet, but the pilot declined. Subsequently, he accepted the clearance and climbed back to 9,000 feet. ATC then told the pilot that after one more airplane had landed, he would be issued an approach clearance. The airplane was about 9,200 feet when the pilot replied "thank you." Review of radar data revealed that the accident airplane made one complete 360-degree turn, and one 270-degree turn on the non-holding side of the published holding pattern. During the two turns, the airplane descended to approximately 8,400 feet, climbed to 8,900 feet, then descended again to 8,300 feet. The two turns were tighter than the expected standard 2-minute turns in a holding pattern, with radii ranging from 0.3 to 0.4 nautical miles and 0.1 to 0.2 nautical miles respectively. Following the two holding turns, no more radio transmissions or radar returns were received by ATC. Examination of the wreckage did not reveal any pre-impact mechanical malfunctions. Another pilot flying in the area reported moderate rime ice at 8,000 feet, but added that he climbed out of the ice and was between cloud layers at 9,000 to 10,000 feet.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,000 hours in all; 250 in this make and model
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 1,780 hours
- Last inspection: annual inspection, January 17, 2002
- Maximum gross weight: 6,000 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Lycoming IO-540 (piston); 0 hours total
- Engine 2: Lycoming IO-540 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: JST Johnstown PA at 8:30 pm
- Destination: RUT Rutland VT
- Flight plan: IFR
- Runway 19, 5,000 ft by 100 ft
Weather at the time
- Light: night
- Wind: from 240° at 11 knots, gusting 19
- Visibility: 10 statute miles
- Sky: broken clouds at 3,000 ft
- Temperature: 34°F (1°C), dew point 25°F (-4°C)
- Altimeter: 29.95 inHg
- Observation at 10:15 pm from RUT, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.