Plane Crash Reports 2003

2003 Plane Crash Report Result

Title: RN DAYLIGHT TIME, A RAYTHEON V35A, N7144N, WAS DESTROYED WHEN IT

Report Date: 04/23

Plane Crash Problem: HISTORY OF FLIGHT On April 8, 2003, about 0955 eastern daylight time, a Raytheon V35A, N7144N, was destroyed when it impacted terrain near Delaware City, Delaware, while executing an instrument approach to New Castle County Airport (ILG), Wilmington, Delaware. The certificated private pilot and passenger were fatally injured. Visual meteorological conditions prevailed in the accident area for the business flight that departed Asheville Regional Airport (AVL), Asheville, North Carolina. An instrument flight rules (IFR) flight plan was filed and activated for the flight conducted under 14 CFR Part 91. According to initial air traffic control data, the airplane was vectored onto the final approach course for the Instrument Landing System (ILS) Runway 1 approach to Wilmington. The airplane intercepted the final approach course about 4.0 miles outside the locator outer maker (LOM), and tracked the localizer inbound, while maintaining a constant altitude. Near the LOM, the airplane entered a rapid descent and radar contact was lost. No distress calls were received from the airplane, and the pilot did not report any anomalies or difficulties during the flight. The accident occurred during the hours of daylight. The wreckage was located at 39 degrees, 34.829 minutes north latitude, 75 degrees, 36.935 minutes west longitude, and an elevation of approximately 20 feet msl. PERSONNEL INFORMATION The pilot held a private pilot certificate with an airplane single-engine-land rating, and an instrument airplane rating. On his last Federal Aviation Administration (FAA) third-class medical certificate, which was dated August 22, 2002, he reported a total flight experience of 6,500 hours. METEOROLOGICAL INFORMATION A weather observation taken about 4 minutes before the accident at the New Castle Airport, recorded the wind as 040 degrees at 14 knots, visibility 10 miles, ceiling 1,000 overcast, temperature 36 degrees Fahrenheit, dew point 32 degrees Fahrenheit, and an altimeter setting of 30.36 inches of mercury. WRECKAGE AND IMPACT INFORMATION The airplane came to rest in an open field on a magnetic heading of 230 degrees, and approximately 45 degrees nose down. The impact crater, which contained the engine and cockpit, was approximately 4 feet deep, and had backfilled with mud and water. The majority of the main wreckage was confined to the dimensions of the airplane, and all the structure and flight controls were present. In addition, the landing gear was down, and the flaps were up. Impact damage on the left and right wings were similar. Both leading edges were compressed to the main spar, and both fuel tanks were ruptured consistent with hydrodynamic force. The left and right flaps, along with both ailerons remained attached. The empennage was bent approximately 45 degrees to the left, the tail section was bent up approximately 45 degrees, and both elevators were attached. The left and right flap actuator jackscrews were extended approximately 1.75 inch, and continuity was confirmed to the flap motor. The throw-over control column left side locking hole was elongated. Flight control continuity was confirmed from both ailerons and both elevators to the control column. Continuity was also confirmed from both elevators to the rudder pedals. The pitch trim actuator was extended approximately 0.70 inch, which corresponded to a slight nose up attitude. Examination of the flight and engine instruments revealed that the face of the airspeed indicator had two parallel lines scratched on it that started at the center of the indicator and passed over the 190-knot index. The face of the engine RPM gauge also had two parallel lines scratched on it that originated at its center, and transitioned over the 2,600-rpm index. The altimeter needles had separated from the instrument, and the Kollsman window was set to 30.03 inches of mercury. The horizontal situation indicator (HSI) indicated 180 degrees, and the heading bug was set to 350 degrees. The attitude indicator vertical gyro rotor and housing displayed rotational scarring. The electric driven turn coordinator gyro rotor and housing also displayed rotational scarring. The HSI electric driven directional gyro rotor and housing did not display any rotational scarring or static marks. Continuity of the vacuum system and electrical system could not be confirmed because of impact damage. Continuity of the fuel system was confirmed from both tanks to the fuel selector, and from the fuel selector through the electric driven boost pump to the engine driven fuel pump. The fuel selector was in the right tank position. The selector was opened, the sump was full of fuel that had a muddy tint to it, and the screen was absent of debris. Engine The engine was located approximately 4 feet below ground level at the bottom of the impact crater. The propeller was attached and all three blades were attached to the hub. The No. 1 blade was bent rearward approximately 30 degrees, and displayed leading edge gouges. The No. 2 blade was bent approximately 35 degrees opposite the direction of rotation, and the tip was twisted towards low pitch. The No. 3 blade was bent rearward approximately 45 degrees, displayed chordwise leading edge polishing, and the tip was also twisted towards low pitch. The propeller governor had separated from its mount, and was not recovered. All six cylinders were intact, and displayed impact damage. The alternator was compromised and displayed severe impact damage. The left magneto was partially separated and the right magneto had completely separated from the accessory section. All the ignition leads displayed impact damage, and continuity of the system could not be confirmed. The engine oil filter had separated from its mount consistent with impact damage, and continuity of the external portion of the oil system could not be confirmed. The fuel pump was attached, the aneroid was compromised, and the bellows were damage. Continuity of the fuel line that connected the engine driven pump to the metering unit was confirmed. Continuity was also confirmed for the line that connected the metering unit to the fuel divider, but not to the fuel nozzles because of impact damage. The metering unit and throttle had separated from the engine. The throttle was approximately 90 percent open, and the mixture arm was approximately 70 percent from idle cutoff. The turbo normalizer waste gate was approximately 90 percent open. The turbo normalizer was removed and opened. The compressor housing displayed static marks and rotational scarring that overran the static marks. The compressor-retaining nut was lose, and some of the compressor blades were broken opposite the direction of rotation. Continuity of the intake and exhaust systems could not be confirmed because of impact damage The top sparkplugs were removed. The No. 1, No. 5, and No. 6 electrodes were dark gray and contained mud. The No. 2 was dark gray and absent of debris, and the No. 3 and No. 4 were gray and absent of debris. A rotational force was applied to the drive gears of both magnetos, and spark was not obtained on any of the ignition towers. The engine driven fuel pump was removed, and the shear coupling was intact. The vacuum pump was removed, and its shear coupling was also intact. The vacuum pump was opened, and the rotor and some of the vanes were fragmented. The engine driven scavenge pump was opened. The gears were intact and no metallic debris was identified. The engine driven oil pump was also opened. The gears were intact and no metallic debris was identified. A rotational force was applied to the engine crankshaft, but the engine would not rotate. The starter adapter, alternator, propeller governor mount, and left magneto were removed. Between the removal of each item, an unsuccessful attempt was made to rotate the engine.

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