Plane Crash Reports 2003

2003 Plane Crash Report Result

Title: ASSAULT AVIATION, DA-20, N183GA, OPERATED BY GRAND AIRE EXPRESS,

Report Date: 04/21

Plane Crash Problem: On April 8, 2003, about 1350 eastern daylight time, a Dassault Aviation, DA-20, N183GA, operated by Grand Aire Express, Inc, was destroyed when it struck trees while on an instrument approach to Toledo Express Airport, Swanton, Ohio. The two certificated airline transport pilots, and pilot rated passenger were fatally injured. Instrument meteorological conditions prevailed for the instructional flight, which originated from Cherry Capital Airport (TVC). Traverse City, Michigan. The flight was conducted on an instrument flight rules flight plan under 14 CFR Part 91. According to the Director of Operations (DO), for Grand Aire Express, the airplane was dispatched from Toledo earlier in the day with a 14 CFR Part 135 flight crew onboard, and a first officer in training, who occupied the jump seat with no required duties. The airplane flew to Grand Rapids, Michigan, picked up cargo, and discharged the cargo at Traverse City. The return flight to Toledo was planned as an instructional flight for the first officer in training, who was being prepared for his 14 CFR 135, second-in-command checkride. The company chief pilot, who was also a designated check airman, occupied the left seat. The first officer in training occupied the right seat, and the qualified first officer occupied the jump seat, as a pilot rated passenger with no required duties. There were no reported problems with the flights. Upon arrival in the Toledo area, the pilots initiated an ILS approach to runway 07. The approach terminated in a missed approach, and the airplane was radar vectored for a second ILS approach to runway 07. A tape of the air/ground communications between Toledo approach control and the pilots of N183GA was reviewed. About 1345:30, Grand Aire flight 183 was requested to maintain 180 knots to Tophr, the final approach fix. This was acknowledged by the chief pilot. About 1346:15, the flight was told to maintain 2,300 feet until established on the localizer, and cleared for the ILS runway 07 approach. The flight was also instructed to maintain 180 knots to Tophr. This was acknowledged by the chief pilot. About 1348:55, the pilot had not contacted the control tower, and was again asked by approach control to contact the control tower. The chief pilot acknowledged the request, and shortly thereafter, the airplane disappeared from radar, and radio contact was lost. A witnesses driving south on a road, adjacent to the west side of Oak Openings Preserve Park, reported that she saw the airplane on approach. She described it as lower than normal, and north of the final approach course. She stopped her vehicle, stepped out and watched the airplane fly overhead. She reported that she could hear a popping noise as the airplane passed overhead. As the airplane disappeared from view, she thought she heard a power reduction from the engines. She then got into her vehicle and did not see or hear anything else. The airplane impacted trees, and came to rest on level ground, 1.57 nautical miles from the approach end of runway 07. The debris trail measured 360 feet from the first tree strike, to the nose of the airplane. The airplane and debris trail were on a magnetic heading of 060 degrees. Multiple trees were broken, in a descending angle of 20 degrees which led to the airplane. The three landing gear were separated from the airplane, and laying nearby. Gouges in the dirt that corresponded to the position of both main landing gear were found adjacent to the tail of the airplane. The condition of the landing gear was consistent with landing gear extension at ground impact. A post crash fire consumed the fuselage. Major components including the cockpit center pedestal, crew seats, forward and aft cargo compartment bulkheads, and the rear compartment fuel tanks were destroyed by fire. The cargo door was distorted, and locked. The left side direct vision (DV) window was found in the open position. The overhead escape hatch, a plug type door was located above and forward of the cockpit jump seat. The escape hatch, and its surrounding structure were destroyed by fire. Both engines were still mounted to their respective pylons and had separated from the remaining structure. The engine cowlings were in place, but had burn damage. The compressor and fan section of each engine could be rotated. The tips of the first stage of compressor vanes were bent in the opposite direction of rotation on both engines. The fuel shutoff valve for the left engine was half way closed, and attached to the engine. The cable that actuated the shut off valve was melted at a cable connection. The right engine fuel shut off valve was separated from the engine and found in melted aluminum debris. The valve was cut out of the aluminum, and retained for further examination. The engines have been retained for further examination. The vertical and horizontal stabilizer were attached to the fuselage. The elevator jack screw was found set at 4.5 degrees, which, according to a representative of Dassault Aviation, corresponded to the bottom of the green arc for takeoff. Both wings had separated from the fuselage, and were fragmented into multiple pieces. The pieces were scattered along the debris trail with the outboard sections located first. The inboard sections were found closer to the main wreckage. The wing flaps were positioned by three jack screws on each wing. Five of the six jack screws were identified, and all were in the retracted position, which corresponded to the wing flaps up position. The locking hydraulic cylinders, which control extension and retraction for the DLEs were found, locked in the retracted position. The annunciator panel mounted in the center panel was retained for further examination. Initial examination of the light bulbs in the unit found the glass melted and discolored. Addition examination of the annunciator panel is planned. The airplane was not equipped with a cockpit voice recorder, or flight data recorder, nor was it required by regulations. The 1352 weather observation at Toledo included winds from 300 degrees at 9 knots, visibility 1 statue mile, mist, ceiling 300 feet overcast, temperature 0 C, dewpoint -1 C, remarks, surface visibility 1 3/4 statute miles. Interviews with the pilots of two airplanes that were following the accident airplane revealed both pilots operated with anti-ice on. One pilot reported no problems with ice, and the other pilot reported moderate rime icing. Parties to the investigation include the FAA (Cleveland FSDO), Grand Aire Express, Inc, Dassault Falcon Jet Corporation, General Electric, and the Teamster Union.

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