Plane Crash Reports 2003

2003 Plane Crash Report Result

Title: CH A36, N256PR, WAS DESTROYED WHEN IT IMPACTED TREES DURING AN AP

Report Date: 04/22

Plane Crash Problem: On April 11, 2003, at 1625 eastern daylight time, a Beech A36, N256PR, was destroyed when it impacted trees during an approach to Atlantic City International Airport (ACY), Atlantic, City, New Jersey. The certificated private pilot was fatally injured. Instrument meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the personal flight, which originated the Columbia Metropolitan Airport (CAE), Columbia, South Carolina, at 1437. A preliminary review of Air Traffic Control (ATC) information revealed that the pilot attempted two ILS Runway 13 approaches. The inbound course for the ILS Runway 13 approach was 128 degrees magnetic. The minimum glideslope crossing altitude at the final approach fix, NADDA, was 1,519 feet msl. NADDA was located 4.3 nautical miles from the approach end of runway 13. The decision altitude for the approach was 275 feet msl, and the touchdown zone elevation was 75 feet. During the first approach, the controller made numerous attempts, by issuing vectors, to assist the pilot in intercepting the localizer. The controller also made numerous repeated transmissions to obtain pilot acknowledgment of navigational assistance instructions. When the airplane was observed well below the glideslope, at 1,000 feet, the controller alerted the pilot to climb. As the airplane passed NAADA, and no change in altitude had occurred, the controller again advised the pilot to climb. The controller then asked the pilot if he would like a surveillance approach, and the pilot replied, "Roger." The controller issued missed approach vectors to the pilot, instructing him to climb and turn southbound. While being vectored for the surveillance approach, the pilot informed the controller that he would like to try the ILS approach again. The controller provided vectors to join the ILS, while making repeated attempts to assist the pilot in intercepting the localizer. During the approach, the pilot passed through the localizer and continued on an eastbound heading. The controller then elected to initiate a surveillance approach by providing vectors, and instructed the pilot to contact the final approach controller. Four attempts were necessary for the pilot to read back the correct final approach control frequency. The pilot contacted the final approach controller and received a step-down altitude and a heading. When the airplane was 2.5 nautical miles from the approach end of runway 13, at an assigned altitude of 1,000 feet, it began to divert to the south. The controller advised the pilot to correct his heading; however, no response was received. The controller issued the next assigned step-down altitude of 700 feet, and again issued vectors to correct the pilot's heading. No response was received from the pilot. The airplane then appeared to level off at an altitude of 300 feet, on an approximate heading of 145 degrees, for about 20 seconds. The last radar contact was 1.3 nautical miles west northwest of runway 13, at 300 feet. According to the radar data, the estimated groundspeed during the final 3 miles of the approach was 72 knots, and the vertical rate of descent was about 650 fpm, until the level off at 300 feet. The accident occurred during the hours of daylight, at 39 degrees, 28 minutes north, 74 degrees, 36 minutes, 09 seconds west. The accident site was located about 1 mile from the approach end of runway 13, in a wooded area, at an elevation of 105 feet. The wreckage path was oriented along a heading of 010 degrees magnetic and extended 55 feet to the main wreckage. The initial impact point was a tree strike, at a height of 30 feet on a 40-foot tree. White paint chips were located at the base of the tree, and the outboard portion of the left wing, including the wingtip and the left aileron, were located along the wreckage path. Also located along the wreckage path, were branches and sections of trees of varying diameters, cut at 45-degree angles with black paint transfers. The fuselage was headed 250 degrees magnetic, and was consumed by a post-crash fire. Both wings were attached to the fuselage at the frame, and sustained relatively little impact damage. The left main landing gear was in the extended position, and the position of the right landing gear could not be determined due to the fire damage. The fuel selector, located in the cockpit area, was observed in the "left" position. The fuel tanks were compromised; however, both fuel tank caps remained secured on the wings. All flight controls with the exception of the left aileron, remained secured to their respective attachment points. Flight control continuity was confirmed from the cockpit to all flight control surfaces. A measurement of the left flap actuator indicated that the left flap was in the retracted position, and a measurement of the right flap actuator could not be determined due to fire damage. The engine was separated from the airframe and came to rest partially inverted near the cockpit area. The propeller remained attached to the engine, and examination of all four propeller blades revealed S-bending and chordwise scratching. When the propeller was rotated manually, thumb compression was obtained on all cylinders and valve train continuity was confirmed. The top spark plug electrodes were intact and light gray in color, except that numbers 2, 4, 6 also had some oil residue due to the final positioning of the engine. According to fuel records provided by a fixed base operator (FBO) in Columbia, South Carolina, the airplane was last refueled on the day of the accident, at 1255, with 41 gallons of aviation fuel. The pilot held a private pilot certificate with ratings for airplane single engine land and instrument airplane. His most recent Federal Aviation Administration (FAA) third class medical certificate was issued on November 19, 2002, at which time he reported 1,955 hours of total flight experience. Weather reported at Atlantic City, at 1554, included winds from 030 degrees at 15 knots, gusting to 21 knots, 1 mile visibility with mist, an overcast cloud layer at 300 feet, temperature 44 degrees Fahrenheit, dew point 44 degrees Fahrenheit, and a barometric pressure of 29.64 inches Hg.

See FAA Cause of plane crash

Back to Search

If you have been in a small plane crash or even a small jet crash, it is possible to see other similar plane crashes. Compare & contrast your plane crash with other crashes & get the plane crash information that you need. The FAA files reports on all plane crashes & the following reports are from the FAA.

Search Small Plane Crash Directory

• Plane Crash Year 2003
  (view by month)