code

GA

Crash of a Cessna 560 Citation V in Atlanta: 4 killed

Date & Time: Dec 20, 2018 at 1210 LT
Type of aircraft:
Operator:
Registration:
N188CW
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Atlanta - Millington
MSN:
560-0148
YOM:
1991
Crew on board:
2
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
4
Circumstances:
The aircraft was destroyed when it impacted a field after takeoff from Fulton County Airport-Brown Field (FTY), Atlanta, Georgia. The air transport pilot and three passengers were fatally injured. The airplane was owned and operated by Chen Aircrafts LLC. Instrument meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the flight. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91 and had an intended destination of Millington-Memphis Airport (NQA), Millington, Tennessee. A review of preliminary radar data provided by the Federal Aviation Administration (FAA) revealed that after departing from runway 8 at FTY, the airplane turned left toward the north climbing to about 3,225 ft msl (2,385 ft agl), then made a descending right 180-degree right turn to the south before radar contact was lost at an altitude of about 1,175 feet msl (335 ft agl). A video obtained from a security camera positioned on top of a building, located about a half mile from the accident site, captured the airplane in a descending left turn prior to rolling inverted until it was lost from view behind a tree line. According to Federal Aviation Administration (FAA) records, the pilot held an air transport pilot certificate with a rating for airplane multiengine land and a private pilot certificate with ratings for airplane single-engine land and single-engine sea. The pilot was issued a secondclass medical certificate on May 31, 2018 and reported 2,300 hours of total flight experience and 150 hours of flight experience in the previous 6 months. According to FAA records, the airplane was manufactured in 1991, and was most-recently registered to a corporation in July 2017. It was equipped with two Pratt & Whitney Canada, JT15D series engines, which could each produce 3,050 pounds of thrust. The 1216 recorded weather observation at FTY, which was about 1 mile to the southwest of the accident location, included wind from 050° at 10 knots, visibility 7 miles, overcast clouds at 600 ft above ground level (agl), temperature 8° C, dew point 8° C, and an altimeter setting of 29.52 inches of mercury.The airplane impacted a tree prior to impacting the field about 50 feet beyond the initial tree strike. All major components of the airplane were located in the vicinity of the wreckage. The debris path was about 325 ft long and was located on a 142° heading. The airplane was highly fragmented and dispersed along the debris path. The main wing spar was separated from the airframe and came to rest about 200 ft from the initial ground impact point. The empennage was impact-separated and located about 275 ft from the initial impact crater. Both engines were impact-separated from the airplane. The cockpit, cabin, and wings were highly fragmented. A cockpit voice recorder and an enhanced ground proximity warning system were located along the debris path and retained for data download. The airplane was moved to a secure facility and retained for further examination.

Crash of a Lockheed HC-130H Hercules in Savannah: 9 killed

Date & Time: May 2, 2018 at 1130 LT
Type of aircraft:
Operator:
Registration:
65-0968
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Savannah – Davis-Monthan
MSN:
4110
YOM:
1965
Crew on board:
5
Crew fatalities:
Pax on board:
4
Pax fatalities:
Other fatalities:
Total fatalities:
9
Circumstances:
After takeoff from runway 10 at Savannah-Hilton Head Airport, while in initial climb, the four engine airplane went out of control, entered a dive and crashed in a huge explosion on road 21 located about a mile east of the airport. The aircraft disintegrated on impact and all nine occupants were killed, all members of the contingent of the Puerto Rico Air National Guard (ANG). The aircraft, built in 1965, was on its way to Davis-Monthan AFB to be retired. This was its last flight.

Crash of a Cessna 500 Citation I in Marietta: 1 killed

Date & Time: Mar 24, 2017 at 1924 LT
Type of aircraft:
Registration:
N8DX
Flight Type:
Survivors:
No
Site:
Schedule:
Cincinnati – Atlanta
MSN:
500-0303
YOM:
1976
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
6000
Aircraft flight hours:
9299
Circumstances:
The private pilot departed on an instrument flight rules flight plan in his twin-engine turbojet airplane. The flight was uneventful until the air traffic controller amended the flight plan, which required the pilot to manually enter the new routing information into the GPS. A few minutes later, the pilot told the controller that he was having problems with the GPS and asked for a direct route to his destination. The controller authorized the direct route and instructed the pilot to descend from 22,000 ft to 6,000 ft, during which time the sound of the autopilot disconnect was heard on the cockpit voice recorder (CVR). During the descent, the pilot told the controller that the airplane had a steering problem and was in the clouds. The pilot was instructed to descend the airplane to 4,100 ft, which was the minimum vectoring altitude. The airplane continued to descend, entered visual meteorological conditions, and then descended below the assigned altitude. The controller queried the pilot about the airplane's low altitude and instructed the pilot to maintain 4,100 ft. The pilot responded that he was unsure if he would be able to climb the airplane back to that altitude due to steering issues. The controller issued a low altitude warning and again advised the pilot to climb back to 4,100 ft. The pilot responded that the autopilot was working again and that he was able to climb the airplane to the assigned altitude. The controller then instructed the pilot to change to another radio frequency, but the pilot responded that he was still having a problem with the GPS. The pilot asked the controller to give him direct routing to the airport. A few minutes later, the pilot told the controller that he was barely able to keep the airplane straight and its wings level. The controller asked the pilot if he had the airport in sight, which he did not. The pilot then declared an emergency and expressed concerns related to identifying the landing runway. Afterward, radio contact between the controller and the pilot was lost. Shortly before the airplane impacted the ground, a witness saw the airplane make a complete 360° roll to the left, enter a steep 90° bank to the left, roll inverted, and enter a vertical nose-down dive. Another witness saw the airplane spiral to the ground. The airplane impacted the front lawn of a private residence, and a postcrash fire ensued.The pilot held a type rating for the airplane, but the pilot's personal logbooks were not available for review. As a result, his overall currency and total flight experience in the accident airplane could not be determined. The airplane was originally certified for operations with a pilot and copilot. To obtain an exemption to operate the airplane as a single pilot, a pilot must successfully complete an approved single-pilot exemption training course annually. The accident airplane was modified, and the previous owner was issued a single-pilot conformity certificate by the company that performed the modifications. However, there was no record indicating that the accident pilot received training under this exemption. Several facilities that have single-pilot exemption training for the accident airplane series also had no record of the pilot receiving training for single-pilot operations in the accident airplane. Therefore, unlikely that the pilot was properly certificated to act as a single-pilot. The GPS was installed in the airplane about 3.5 years before the accident. A friend of the pilot trained him on how to use the GPS. The friend said that the pilot generally was confused about how the unit operated and struggled with pulling up pages and correlating data. The friend of the pilot had flown with him several times and indicated that, if an air traffic controller amended a preprogrammed flight plan while en route, the pilot would be confused with the procedure for amending the flight plan. The friend also said the pilot depended heavily on the autopilot, which was integrated with the GPS, and that he would activate the autopilot immediately after takeoff and deactivate it on short final approach to a runway. The pilot would not trim the airplane before turning on the autopilot because he assumed that the autopilot would automatically trim the airplane, which led to the autopilot working against the mis-trimmed airplane. The friend added that the pilot was "constantly complaining" that the airplane was "uncontrollable." A postaccident examination of the airplane and the autopilot system revealed no evidence of any preimpact deficiencies that would have precluded normal operation. This information suggests that pilot historically had difficulty flying the airplane without the aid of the autopilot. When coupled with his performance flying the airplane during the accident flight without the aid of the autopilot, it further suggests that the pilot was consistently unable to manually fly the airplane. Additionally, given the pilot's previous experience with the GPS installed on the airplane, it is likely that during the accident flight the pilot became confused about how to operate the GPS and ultimately was unable to properly control of the airplane without the autopilot engaged. Based on witness information, it is likely that during the final moments of the flight the pilot lost control of the airplane and it entered an aerodynamic stall. The pilot was then unable to regain control of the airplane as it spun 4,000 ft to the ground.
Probable cause:
The pilot's failure to maintain adequate airspeed while manually flying the airplane, which resulted in the airplane exceeding its critical angle of attack and experiencing an aerodynamic stall. Contributing to the accident was the pilot's inability control the airplane without the aid of the autopilot.
Final Report:

Crash of a Cessna 421B Golden Eagle II in Cherokee County: 1 killed

Date & Time: Mar 4, 2017 at 0023 LT
Registration:
N421KL
Flight Type:
Survivors:
No
Schedule:
Tulsa - Cherokee County
MSN:
421B-0015
YOM:
1970
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
4000
Aircraft flight hours:
7522
Circumstances:
The 69-year-old commercial pilot was making a personal cross-country flight in the newly purchased airplane. When the airplane was on final approach to the destination airport in night visual meteorological conditions, airport surveillance video showed it pitch up and roll to the right. The airplane then descended in a nose-down attitude to impact in a ravine on the right side of the runway. During the descent over the ravine the right wing came in contact with a powerline that briefly cut power to the airport. Postaccident examination of the airframe, engines, and their components revealed no evidence of mechanical anomalies or malfunctions that would have precluded normal operation. The pilot's toxicology findings identified five different impairing medications: clonazepam, temazepam, hydrocodone, nortriptyline, and diphenhydramine. Although the results were from cavity blood and may not accurately reflect antemortem levels, the hydrocodone, temazepam, and diphenhydramine levels were high enough to likely have had some psychoactive effects. While the exact effects of these drugs in combination are not known, it is likely that the pilot was impaired to some degree by his use of this combination of medications, which likely contributed to his failure to maintain control of the airplane.
Probable cause:
The pilot's failure to maintain control of the airplane during a night visual landing approach. Contributing to the accident was the pilot's impairment due to his use of a combination of medications.
Final Report:

Crash of a Swearingen SA227AC Metro III near Pebble City: 1 killed

Date & Time: Dec 5, 2016 at 2222 LT
Type of aircraft:
Operator:
Registration:
N765FA
Flight Phase:
Flight Type:
Survivors:
No
Site:
Schedule:
Panama City – Albany
MSN:
AC-765
YOM:
1990
Flight number:
LYM308
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Captain / Total flying hours:
8451
Captain / Total hours on type:
4670.00
Aircraft flight hours:
24233
Circumstances:
The airline transport pilot delayed his scheduled departure for the night cargo flight due to thunderstorms along the route. Before departing, the pilot explained to the flight follower assigned to the flight that if he could not get though the thunderstorms along the planned route, he would divert to the alternate airport. While en route, the pilot was advised by the air traffic controller in contact with the flight of a "ragged line of moderate, heavy, and extreme" precipitation along his planned route. The controller also stated that he did not see any breaks in the weather. The controller cleared the pilot to descend at his discretion from 7,000 ft mean sea level (msl) to 3,000 ft msl, and subsequently, the controller suggested a diversion to the northeast for about 70 nautical miles that would avoid the most severe weather. The pilot responded that he had enough fuel for such a diversion but concluded that he would "see what the radar is painting" after descending to 3,000 ft msl. About 1 minute 30 seconds later, as the airplane was descending through 7,000 ft msl, the controller stated, "I just lost you on radar, I don't show a transponder, it might have to do with the weather." About 40 seconds later, the pilot advised the controller that he intended to deviate to the right of course, and the controller told the pilot that he could turn left and right as needed. Shortly thereafter, the pilot stated that he was going to turn around and proceed to his alternate airport. The controller cleared the pilot direct to his alternate and instructed him to maintain 3,000 ft msl. The pilot acknowledged the instruction, and the controller then stated, "do you want to climb back up? I can offer you any altitude." The pilot responded that he would try to climb back to 3,000 ft msl. The controller then recommended a heading of 180° to "get you clear of the weather quicker," and the pilot responded, "alright 180." There were no further communications from the pilot. Shortly thereafter, radar data showed the airplane enter a right turn that continued through about 540°. During the turn its airspeed varied between 198 and 130 knots, while its estimated bank angles were between 40 and 50°. Examination of the wreckage indicated that airplane experienced an in-flight breakup at relatively low altitude, consistent with radar data that showed the airplane's last recorded altitudes to be around 3,500 ft msl. The symmetrical nature of the breakup, damage to the outboard wings, and damage to the upper fuselage were all signatures indicative that the left and right wings failed in positive overload almost simultaneously. All of the fracture surfaces examined had a dull, grainy appearance consistent with overstress separation. There was no evidence of pre-existing cracking noted at any of the separation points, nor was there evidence of any mechanical anomalies that would have prevented normal operation. Review of base reflectivity weather radar data showed that, while the pilot was maneuvering to divert to the alternate airport, the airplane was operating in an area of light precipitation that rapidly intensified to heavy precipitation, as shown by radar scans completed shortly after the accident. During this time, the flight was likely operating in clouds along the leading edge of the convective line, where the pilot most likely would have encountered updrafts and severe or greater turbulence. The low visibility conditions that existed during the flight, which was conducted at night and in instrument meteorological conditions, coupled with the turbulence the flight likely encountered, were conducive to the development of spatial disorientation. Additionally, the airplane's maneuvering during the final moments of the flight was consistent with a loss of control due to spatial disorientation. The pilot's continued flight into known convective weather conditions and his delayed decision to divert the flight directly contributed to the accident. Although the operator had a system safety-based program, the responsibility for the safe outcome of the flight was left solely to the pilot. Written company policy required completion of a flight risk assessment tool (FRAT) before each flight by the assigned flight follower; however, a FRAT was not completed for the accident flight. The flight followers responsible for completing the FRATs were not trained to complete them for night cargo flights, and the operator's management was not aware that the FRATs were not being completed for night cargo flights. Further, if a FRAT had been completed for the accident flight, the resultant score would have allowed the flight to commence into known hazardous weather conditions without any further review. If greater oversight had been provided by the operator, it is possible that the flight may have been cancelled or re-routed due to the severity of the convective weather conditions present along the planned route of flight.
Probable cause:
The pilot's decision to initiate and continue the flight into known adverse weather conditions, which resulted spatial disorientation, a loss of airplane control, and a subsequent in-flight breakup.
Final Report:

Ground accident of a Pilatus PC-12/47E in Savannah

Date & Time: Jan 6, 2016 at 0835 LT
Type of aircraft:
Operator:
Registration:
N978AF
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Savannah - Lexington
MSN:
1078
YOM:
2008
Flight number:
Cobalt Air 727
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
23141
Captain / Total hours on type:
534.00
Copilot / Total flying hours:
7900
Copilot / Total hours on type:
5100
Aircraft flight hours:
4209
Circumstances:
The aircraft collided with a ditch during a precautionary landing after takeoff from Savannah/Hilton Head International Airport (SAV), Savannah, Georgia. The pilot and copilot sustained minor injuries, and the airplane was substantially damaged. The airplane was registered to Upper Deck Holdings, Inc. and was being operated by PlaneSense, Inc,. as a Title 14 Code of Federal Regulations Part 91 positioning flight. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the flight to Blue Grass Airport (LEX), Lexington, Kentucky. The pilot in the left seat was the pilot monitoring and the copilot in the right seat was the pilot flying. The crew had the full length of the runway 1 available (7,002 ft) for takeoff. The pilots reported that the acceleration and takeoff was normal and after establishing a positive rate of climb, the crew received an auditory annunciation and a red crew alerting system (CAS) torque warning. The engine torque indicated 5.3 pounds per square inch (psi); the nominal torque value for the conditions that day was reported by the crew to be 43.3 psi. With about 2,700 ft of runway remaining while at an altitude of 200 ft msl, the copilot elected to land immediately; the copilot pushed the nose down and executed a 90° left descending turn and subsequently landed in the grass. Although he applied "hard" braking in an attempt to stop, the airplane impacted a drainage ditch, resulting in substantial impact damage and a postimpact fire. The pilot reported that, after takeoff, he observed a low torque CAS message and the copilot told him to "declare an emergency and run the checklist." The pilot confirmed that the landing gear were extended and the copilot turned the airplane to the left toward open ground between the runways and the terminal. About 60 seconds elapsed from the start of the takeoff roll until the accident. The airport was equipped with security cameras that captured the airplane from its initial climb through the landing and collision. One camera, pointed toward the west-southwest, recorded the airplane's left descending turn and its landing in the grass, followed by impact and smoke. A second camera, mounted on the control tower, pointed toward the southeast and showed the airplane during the initial climb before it leveled off and entered a descending left turn; it also showed the airplane land and roll through the grass before colliding with the ditch.

Crash of a Cessna 441 Conquest II in Climax: 2 killed

Date & Time: Nov 9, 2015 at 1016 LT
Type of aircraft:
Operator:
Registration:
N164GP
Flight Phase:
Survivors:
No
Site:
Schedule:
Lakeland - Cairo
MSN:
441-0164
YOM:
1980
Location:
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
1150
Captain / Total hours on type:
150.00
Copilot / Total flying hours:
9500
Aircraft flight hours:
18422
Circumstances:
The purpose of the flight was for the commercial pilot/owner to pick up passengers at the destination airport and return to the departure airport. The airplane was 33 miles from its destination in cruise flight at 3,300 ft mean sea level (msl) and above a solid cloud layer when the pilot declared to air traffic control (ATC) that he had the destination airport "in sight" and cancelled his instrument flight rules (IFR) clearance. During the 13 minutes after cancellation of the IFR clearance, the airplane's radar track made an erratic sequence of left, right, and 360° turns that moved the airplane away from the destination airport in a westerly direction. The altitudes varied between about 4,000 and 900 ft msl. Later, the pilot reestablished communication with ATC, reported he had lost visual contact with the airport, and requested an instrument approach to the destination airport. The controller then provided a sequence of heading and altitude assignments to vector the airplane onto the approach, but the pilot did not maintain these assignments, and the controller provided several corrections. The pilot expressed his inability to identify the initial approach fix (IAF) and asked the controller for the correct spelling. The radar target then climbed and subsequently entered a descending right turn at 2,500 ft msl and 180 knots ground speed near the IAF, before radar contact with the airplane was lost. Although a review of airplane maintenance records revealed that the airplane was overdue for several required inspections, examination of the wreckage revealed signatures consistent with both engines being at high power at impact, and no evidence of any preimpact mechanical anomalies were found that would have precluded normal operation. Examination of the airplane's panel-mounted GPS, which the pilot was using to navigate the flight, revealed that the navigation and obstruction databases were expired. During a weather briefing before the flight, the pilot was warned of low ceilings and visibility. The weather conditions reported near the destination airport about the time of the accident also included low ceilings and visibilities. The restricted visibility conditions and the high likelihood of inadvertent entry into instrument meteorological conditions were conducive to the development of spatial disorientation. The flight's erratic track, which included altitude and directional changes inconsistent with progress toward the airport, were likely the result of spatial disorientation. After reestablishing contact with ATC and being cleared to conduct an instrument approach to the destination, the airplane's flight track indicated that the pilot was not adequately prepared to execute the controller's instructions. The pilot's subsequent loss of control was likely the result of spatial disorientation due to his increased workload and operational distractions associated with his attempts to configure his navigation radios or reference charts. Postaccident toxicological testing of samples obtained from the pilot revealed the presence of ethanol; however, it could not be determined what percentage was ingested or produced postmortem. The testing also revealed the presence of amphetamine, an opioid painkiller, two sedating antihistamines, and marijuana. Although blood level quantification of these medications and drugs could not be made from the samples provided, their combined effects would have directly impacted the pilot's decision-making and ability to fly the airplane, even if each individual substance was only present in small amounts. Based in the reported weather conditions at the time the pilot reported the airport in sight and canceled his IFR clearance, he likely was not in a position to have seen the destination airport even though he may have been flying between cloud layers or may have momentarily observed the ground. His decision to cancel his IFR clearance so far from the destination, in an area characterized by widespread low ceilings and reduced visibility, increased the pilot's exposure to the hazards those conditions posed to the successful completion of his flight. The pilot showed other lapses in judgment associated with conducting this flight at the operational, aircraft, and the personal level. For example, 1) the pilot did not appear to recognize the significance of widespread low ceilings and visibility along his route of flight and at his destination (nor did he file an alternate airport even though conditions warranted); 2) the accident airplane was being operated beyond mandatory inspection intervals; and 3) toxicological testing showed the pilot had taken a combination of multiple medications and drugs that would have likely been impairing and contraindicated for the safe operation of an airplane. The pilot's decision-making was likely affected by the medications and drugs.
Probable cause:
The pilot's loss of airplane control due to spatial disorientation. Also causal to the accident was the pilot's impairment by the combined effects of multiple medications and drugs.
Final Report:

Crash of a Raytheon 390 Premier I in Atlanta: 2 killed

Date & Time: Dec 17, 2013 at 1924 LT
Type of aircraft:
Operator:
Registration:
N50PM
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Atlanta - New Orleans
MSN:
RB-80
YOM:
2003
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
2
Captain / Total flying hours:
7200
Captain / Total hours on type:
1030.00
Aircraft flight hours:
713
Circumstances:
The pilot and passenger departed on a night personal flight. A review of the cockpit voice recorder (CVR) transcript revealed that, immediately after departure, the passenger asked the pilot if he had turned on the heat. The pilot subsequently informed the tower air traffic controller that he needed to return to the airport. The controller then cleared the airplane to land and asked the pilot if he needed assistance. The pilot replied "negative" and did not declare an emergency. The pilot acknowledged to the passenger that it was hot in the cabin. The CVR recorded the enhanced ground proximity warning system (EGPWS) issue 11 warnings, including obstacle, terrain, and stall warnings; these warnings occurred while the airplane was on the downwind leg for the airport. The airplane subsequently impacted trees and terrain and was consumed by postimpact fire. Postaccident examination of the airplane revealed no malfunctions or anomalies that would have precluded normal operation. During the attempted return to the airport, possibly to resolve a cabin heat problem, the pilot was operating in a high workload environment due to, in part, his maneuvering visually at low altitude in the traffic pattern at night, acquiring inbound traffic, and being distracted by the reported high cabin temperature and multiple EGPWS alerts. The passenger was seated in the right front seat and in the immediate vicinity of the flight controls, but no evidence was found indicating that she was operating the flight controls during the flight. Although the pilot had a history of coronary artery disease, the autopsy found no evidence of a recent cardiac event, and an analysis of the CVR data revealed that the pilot was awake, speaking, and not complaining of chest pain or shortness of breath; therefore, it is unlikely that the pilot's cardiac condition contributed to the accident. Toxicological testing detected several prescription medications in the pilot's blood, lung, and liver, including one to treat his heart disease; however, it is unlikely that any of these medications resulted in impairment. Although the testing revealed that the pilot had used marijuana at some time before the accident, insufficient evidence existed to determine whether the pilot was impaired by its use at the time of the accident. Toxicology testing also detected methylone in the pilot's blood. Methylone is a stimulant similar to cocaine and Ecstasy, and its effects can include relaxation, euphoria, and excited calm, and it can cause acute changes in cognitive performance and impair information processing. Given the level of methylone (0.34 ug/ml) detected in the pilot's blood, it is likely that the pilot was impaired at the time of the accident. The pilot's drug impairment likely contributed to his failure to maintain control of the airplane.
Probable cause:
The pilot's failure to maintain airplane control while maneuvering the airplane in the traffic pattern at night. Contributing to the accident was the pilot's impairment from the use of illicit drugs.
Final Report:

Crash of a Raytheon 390 Premier I in Thomson: 5 killed

Date & Time: Feb 20, 2013 at 2006 LT
Type of aircraft:
Operator:
Registration:
N777VG
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Nashville - Thomson
MSN:
RB-208
YOM:
2007
Location:
Crew on board:
2
Crew fatalities:
Pax on board:
5
Pax fatalities:
Other fatalities:
Total fatalities:
5
Captain / Total flying hours:
13319
Captain / Total hours on type:
198.00
Copilot / Total flying hours:
2952
Copilot / Total hours on type:
45
Circumstances:
Aircraft was destroyed following a collision with a utility pole, trees, and terrain following a go-around at Thomson-McDuffie Regional Airport (HQU), Thomson, Georgia. The airline transport-rated pilot and copilot were seriously injured, and five passengers were fatally injured. The airplane was registered to the Pavilion Group LLC and was operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a business flight. Night visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed. The flight originated at John C. Tune Airport (JWN), Nashville, Tennessee, about 1828 central standard time (1928 eastern standard time). The purpose of the flight was to transport staff members of a vascular surgery practice from Nashville to Thomson, where the airplane was based. According to initial air traffic control information, the pilot checked in with Augusta approach control and reported HQU in sight. About 2003, the pilot cancelled visual flight rules flight-following services and continued toward HQU. The last recorded radar return was observed about 2005, when the airplane was at an indicated altitude of 700 feet above mean sea level and 1/2 mile from the airport. There were no distress calls received from the crew prior to the accident. Witnesses reported that the airplane appeared to be in position to land when the pilot discontinued the approach and commenced a go-around. The witnesses observed the airplane continue down the runway at a low altitude. The airplane struck a poured-concrete utility pole and braided wires about 59 feet above ground level. The pole was located about 1/4 mile east the departure end of runway 10. The utility pole was not lighted. During the initial impact with the utility pole, the outboard section of the left wing was severed. The airplane continued another 1/4 mile east before colliding with trees and terrain. A postcrash fire ensued and consumed a majority of the airframe. The engines separated from the fuselage during the impact sequence. On-scene examination of the wreckage revealed that all primary airframe structural components were accounted for at the accident site. The landing gear were found in the down (extended) position, and the flap handle was found in the 10-degree (go-around) position. An initial inspection of the airport revealed that the pilot-controlled runway lights were operational. An examination of conditions recorded on an airport security camera showed that the runway lights were on the low intensity setting at the time of the accident. The airport did not have a control tower. An inspection of the runway surface did not reveal any unusual tire marks or debris. Weather conditions at HQU near the time of the accident included calm wind and clear skies.
Probable cause:
The pilot's failure to follow airplane flight manual procedures for an antiskid failure in flight and his failure to immediately retract the lift dump after he elected to attempt a go-around on the runway. Contributing to the accident were the pilot's lack of systems knowledge and his fatigue due to acute sleep loss and his ineffective use of time between flights to obtain sleep.
Final Report:

Crash of a Beechcraft Beechjet 400A in Macon

Date & Time: Sep 18, 2012 at 1003 LT
Type of aircraft:
Operator:
Registration:
N428JD
Survivors:
Yes
Schedule:
Charleston - Macon
MSN:
RJ-13
YOM:
1986
Location:
Crew on board:
2
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
7000
Captain / Total hours on type:
4000.00
Copilot / Total flying hours:
2500
Copilot / Total hours on type:
450
Aircraft flight hours:
5416
Circumstances:
The aircraft was substantially damaged when it overran runway 28 during landing at Macon Downtown Airport (MAC), Macon, Georgia. The airplane departed from Charleston Air Force Base/International Airport (CHS), Charleston, South Carolina, about 0930. Visual meteorological conditions prevailed and an instrument flight rules (IFR) flight plan was filed. Both Airline Transport Pilots (ATP) and one passenger sustained minor injuries. The airplane was owned by Dewberry, LLC and operated by The Aviation Department. The corporate flight was conducted under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. According to an interview with the pilots, they arrived at DeKalb-Peachtree Airport (PDK), Atlanta, Georgia, which was their home base airport, about 0400, and then drove about 4 1/2 hours to CHS for the 0930 flight. The flight departed on time, the airspeed index bug was set on the co-pilot's airspeed for a decision takeoff speed (V1) of about 102 knots and a single engine climb speed (V2) on the pilot's side of 115 knots. The flight climbed to 16,000 feet prior to beginning the descent into MAC. When the flight was about 11 miles from the airport the flight crew visually acquired the airport and cancelled their IFR clearance with the Macon Radar Approach controller and proceeded to the airport visually. The second-in-command activated the runway lights utilizing the common traffic advisory frequency for the airport. Both crew members reported that about 3 seconds following activation of the lights and the precision approach path indicator (PAPI) lights, the PAPI lights turned off and would not reactivate. During the approach, the calculated reference speed (Vref) was 108 knots and was set on both pilots' airspeed indicator utilizing the index bug that moved around the outside face of the airspeed instrument. The landing was within the first 1,000 feet of the runway and during the landing roll out the airplane began to "hydroplane" since there was visible standing water on the runway and the water was "funneling into the middle." Maximum reverse thrust, braking, and ground spoilers were deployed; however, both pilots reported a "pulsation" in the brake system. The airplane departed the end of the runway into the grass, went down an embankment, across a road, and into trees. They further added that the airplane "hit hard" at the bottom of the embankment. They also reported that there were no mechanical malfunctions with the airplane prior to the landing. According to an eyewitness statement, a few minutes prior to the airplane landing, the airport experienced a rain shower with a "heavy downpour." The witness reported observing the airplane on approach, heard the engine thrust reverse, and then observed the airplane "engulfed in a large ball of water vapor." However, he did not observe the airplane as it departed the end of the runway. Another witness was located in a hangar on the west side of the airport and heard the airplane, looked outside and then saw the airplane with the reverse thrusters deployed. He watched it depart the end of the runway and travel into the nearby woods.
Probable cause:
The pilot’s failure to maintain proper airspeed, which resulted in the airplane touching down too fast on the wet runway with inadequate runway remaining to stop and a subsequent runway overrun. Contributing to the landing overrun were the flight crew members’ failure to correctly use the appropriate performance chart to calculate the runway required to stop on a contaminated runway and their general lack of proper crew resource management.
Final Report: