Plane Crash Reports 2003

2003 Plane Crash Report Result

Title: CESSNA 421, N421TJ WAS DESTROYED DURING A COLLISION WITH TREES AN

Report Date: 02/27

Plane Crash Problem: On February 16, 2003, at 2002 eastern standard time, a Cessna 421, N421TJ was destroyed during a collision with trees and terrain in Ferguson, Kentucky, while on an instrument approach to Somerset-Pulaski County Airport - J.T. Wilson Field (SME), Somerset, Kentucky. The certificated commercial pilot, a pilot-rated passenger, and one other passenger were fatally injured. Four additional passengers were seriously injured. Night instrument meteorological conditions prevailed for the non-scheduled passenger flight that originated at Griffith-Merrillville Airport (05C), Griffith, Indiana. An instrument flight rules (IFR) flight plan was filed for the flight, conducted under 14 CFR Part 135. Preliminary information from the Federal Aviation Administration (FAA) revealed that that during the descent into the Somerset area, the pilot was cleared for the GPS RWY 22 approach. Controllers also confirmed that the pilot had received the current AWOS (Automatic Weather Observing System) information, and an altimeter setting of 29.86 inches. The pilot informed air traffic control that he intended to deplane the passengers at Somerset, then depart for the return flight to Griffith. The pilot was issued a departure clearance and clearance void time, and a frequency change to the Pulaski County Airport common traffic advisory frequency. There were no further communications from the airplane. Two witnesses, who lived on rising terrain northeast of the accident site, stated that they saw the airplane through the back window of their house. One witness said that the lights of the airplane were at approximately the same level as the house. The sound of the airplane was "really loud," and the house shook as the airplane approached, then passed low overhead. The witness ran out the front of the house and watched the airplane crest a hill and disappear from view. Immediately thereafter, there was a loud explosion and a fireball. When asked about the sounds of the engines, the witness said they were smooth, continuous, and "a constant roar." The second witness said she was sitting on the couch and watched what appeared to be two headlights approach through the back window. She kept repeating that the airplane was "really low" as it passed over the house, disappeared from view, then exploded. The witness further explained that from her vantage point, she could only have seen the airplane if it had been close to the ground. When asked about the sound of the engines, she stated that they were "really loud. It sounded like a normal plane, just really loud." A third witness, driving on a nearby road, reported that she saw the airplane traveling "unusually low" and "very fast" in a westerly direction. The airplane crossed the road in front of her, and its lights were bright and flashing. The witness remarked to her daughter that the airplane "would not make the airport," and after it disappeared from view, "an orange glow appeared in the trees." When asked to describe the airplane's altitude above the ground, the witness stated that she could see it by looking "straight out" of her windshield. The Pulaski County Sheriff's Department received a 911 emergency call at 2003. The GPS RWY 22 approach included numerous fixes and step-down altitudes. The final three fixes, from northeast to southwest, were AZLEC, HITFO, and BABME. The inbound course from AZLEC, through HITFO, to BABME, was 241 degrees magnetic. Minimum altitude between AZLEC and HITFO was 2,800 feet, and between HITFO and BABME, for the airspeed flown, was 1,720 feet. The distance between AZLEC and HITFO was 5.0 nautical miles, and between HITFO and BABME was 5.3 nautical miles. The runway was located 228 degrees, 0.5 nautical mile beyond BABME, and the runway touchdown zone elevation was 927 feet. According to radar data, the airplane joined the inbound course between AZLEC and HITFO at, and maintained 2,600 feet inbound, until the last radar return, at 2002:04, about 3/4 nautical mile southwest of HITFO, approximately 1,000 feet left of course centerline, at 2,500 feet. An initial tree strike was found at 37 degrees, 04.39 minutes north latitude, 84 degrees, 35.05 minutes west longitude, about 1,250 feet above sea level. The position of the first tree strike was approximately 1 nautical mile northeast of BABME, and according to FAA flight check personnel, about 700 feet left of course centerline. The initial tree strike was located near the crest of a saddleback. A wreckage path, about 500 feet in length, and oriented along a heading of approximately 250 degrees magnetic, proceeded down the back side of the saddleback. The first ground scar was about 400 feet downhill from the initial tree strike. Cut tree branches, many at 45-degree angles, were located along the wreckage path. All flight control surfaces were located at the accident scene. The airplane's wings, engines, propeller assemblies, main landing gear, and tail section were separated from the fuselage and scattered along the wreckage path. Both wings were damaged by fire. The nose section, along with the nose landing gear, was separated forward of the instrument panel. The vertical fin, with rudder attached, was wrapped around a tree and suspended just above the ground, about 300 feet from the beginning of the wreckage path. The horizontal stabilizer, with the inboard sections of the elevators attached, was found at the base of the same tree. Both propeller assemblies were separated from the engines, and both sets of propeller blades exhibited "S-bending" and chordwise scratching. The cockpit and cabin area came to rest inverted, about 450 feet from the beginning of the wreckage path. The cockpit was destroyed by impact and exposed, but the cabin area was largely intact. The left side, middle-row, forward-facing seat (seat 5) was ejected from the fuselage. The inboard seat track for the number 5 seat was broken at the forward-most locking pinhole position. The cabin door was closed, but operated normally when actuated by rescue personnel. Recorded instrument readings included an altimeter setting of 29.91 inches, and HSI readings of, heading: 260 degrees; course: 245 degrees; and heading bug: 255 degrees. The engines were subsequently examined at Somerset-Pulaski County Airport. The left engine displayed impact damage to the cylinders, accessories, and exhaust system. The propeller flange was bent. The oil sump was impact damaged and exhibited a large hole. The alternator, fuel pump and one vacuum pump and propeller governor were still attached. The number 1 cylinder head was separated by impact. The number 2 cylinder head was damaged and partially separated by impact. The top spark plugs and valve covers were removed and the engine was rotated by hand at the propeller flange. Continuity was established through the powertrain and valve train to the accessory section. Thumb compression was confirmed for all cylinders except for the number one due to the separated cylinder head. The electrodes of the spark plugs displayed moderate wear and were light tan and gray in color. The fuel manifold was opened, and trace amounts of water and debris were found. The screen was clean and free of obstructions. The oil pump and scavenge pump were free to rotate and coated with oil. The left vacuum pump was separated by impact and was not initially recovered. The right vacuum pump was opened, and the vacuum drive was fractured and the interior elements and vanes were shattered into small pieces. The fuel pump was rotated and the drive coupling was intact. Both magnetos were separated from the engine, and only one was initially recovered. The magneto was rotated by hand and produced spark at all terminal leads. The right engine displayed impact damage to the cylinders, accessories, and exhaust system. The entire engine was damaged by fire. The top spark plugs and the valve covers were removed. The engine was rotated by hand thru approximately 40 degrees of travel, and continuity was established through the powertrain and valvetrain to the accessory section. The spark plug electrodes showed moderate wear and light deposits and were light tan and gray in color. The number 1 top spark plug was wet with oil. The oil pump and the scavenge pump were damaged by fire. The interiors of each were dry, and they would not rotate. The fuel manifold was absent of water and debris, and the screen was clean and free of obstructions. The main fuel screen of the metering unit was clean and free of obstructions. Both vacuum pumps were rotated by hand, and disassembly revealed that the rotors and vanes in each were intact. The fuel pump was damaged by fire, and the aneroid was melted. The drive coupling was intact and the pump rotated by hand. Both magnetos were rotated by hand, and produced spark at all terminal leads. The pilot held a commercial pilot certificate with a rating for airplane single engine land, multi-engine land, and instrument airplane. He also held a flight instructor certificate with a rating for airplane single engine land, multi-engine land, and instrument airplane. His most recent FAA second-class medical certificate was issued on November 30, 2001. According to the operator, the pilot had accrued 11,732 hours of flight experience, 518 hours of which were in the Cessna 421. In the 90 days prior to the accident, the pilot recorded 280 hours of flight experience, with 46 hours in the Cessna 421. The operator reported that the pilot-rated passenger in the co-pilot's seat was not acting as a crewmember, but was only "along for the ride." The pilot-rated passenger held a private pilot certificate with ratings for airplane single-engine land, multi-engine land, and instrument airplane. His most recent FAA first class medical certificate was issued on April 30, 2002. Examination of his logbook revealed 249 hours of flight experience logged, 29 hours of which were in multi-engine airplanes. The pilot-rated passenger had no experience in the Cessna 421. The airplane was manufactured in 1968. Its most recent annual inspection was completed on February 1, 2002. The weather recorded at the airport, at 1958, included calm winds, an overcast ceiling at 700 feet above the ground, and 7 miles of visibility. The temperature was 35 degrees Fahrenheit, the dewpoint was 35 degrees Fahrenheit, and the barometric pressure was 29.88 inches Hg.

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