Plane Crash Reports 2003

2003 Plane Crash Report Result

Title: MMAN AA-5B, N28788, WAS SUBSTANTIALLY DAMAGED WHEN IT IMPACTED TR

Report Date: 08/19

Plane Crash Problem: On August 6, 2003, at 0740 eastern daylight time, a Grumman AA-5B, N28788, was substantially damaged when it impacted trees while on the ILS approach to runway 33 at the Johnstown-Cambria County Airport (JST), Johnstown, Pennsylvania. The certificated private pilot was fatally injured. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the flight which originated at the Bay Bridge Airport (W29), Stevensville, Maryland, about 0600. The personal flight was conducted under 14 CFR Part 91. According to preliminary air traffic control information provided by the Federal Aviation Administration (FAA), the pilot was being vectored for the ILS Runway 33 approach at Johnstown. He was assigned a heading of 300 degrees to intercept the final approach course, and instructed to maintain an altitude of 4,600 feet until established on the approach. The pilot was subsequently instructed to report when he was established inbound, and cleared for the ILS Runway 33 approach. He confirmed that he was established on the approach, and radar services were terminated 13 miles southeast of Johnstown. The pilot then contacted the Johnstown Control Tower, and made two routine transmissions, during which, no anomalies were reported. The inbound course for the ILS Runway 33 approach was 331 degrees magnetic. The minimum glideslope crossing altitude at the initial approach fix, RUMML, was 4,484 feet msl. RUMML was located 6.7 nautical miles from the approach end of runway 33. The decision altitude for the approach was 2,481 feet msl, and the touchdown zone elevation was 2,284 feet. A preliminary review of radar data revealed that a target emitting the same transponder code as the accident airplane approached the final approach course on a track of about 280 degrees magnetic, and about 105 knots groundspeed. Prior to turning onto the final approach course, the target descended from 6,100 feet to 4,600 feet. At 0736, the target initiated a right turn to about 330 degrees magnetic, and maintained an altitude of 4,600 feet. For the next 3 minutes, the target remained just to the right of the inbound course, and varied its track between about 360 degrees and 270 degrees magnetic. When the target was 6.7 nautical miles from RUMML, it began a descent from 4,600 feet to 3,400 feet at a rate of 850 feet per minute, and groundspeed of 81 knots. The last three radar hits indicated the target was oriented on a heading of about 330 degrees magnetic, and the last radar contact was recorded at 0739, 150 degrees magnetic, 4.7 nautical miles from RUMML, at an altitude of 3,400 feet. An ALNOT was issued for the airplane, and search and rescue operations were initiated. The airplane was located about 1300, in a heavily wooded area, about 150 degrees magnetic, 11.4 miles from the end of runway 33 at Johnstown. The airplane came to rest at an elevation of 2,461 feet, about 300 feet below the peak of a ridgeline. The accident occurred during the hours of daylight at 40 degrees, 09 minutes north, 78 degrees, 41 minutes west. The airplane was examined at the accident site on August 7, 2003, and all major components were accounted for at the scene. The initial impact point was the top of a 75-foot tree, located on 40-degree up sloping terrain. The wreckage path was oriented on a heading of 320 degrees magnetic, and extended about 200 feet to the main wreckage. Located along the wreckage path were both wingtips, both ailerons, the right flap, and both wings. The wingtip sections contained circular concave dents with brown transfer marks on the leading edge, and the leading edges were crushed aft. The wings were located adjacent to each other along the wreckage path. The left wing came to rest inverted, and aft crushing was noted on the leading edge. The right wing came to rest upright, and the outboard portion of the wing displayed inward crushing toward the wing root. Both fuel tank caps were secured to the tanks; however, both wing tanks were breached. The left horizontal stabilizer was also located with the wing sections, and displayed a concave indentation on its outboard tip. The main wreckage came to rest inverted on a heading of 060 degrees magnetic. The wreckage had been up-righted by emergency personnel prior to the arrival of the Safety Board, with the nose of the airplane oriented on a heading of 240 degrees magnetic. The main wreckage consisted of the fuselage, empennage, engine, and flight control surfaces of the left wing. The fuselage canopy had broken off, and the cockpit and cabin area were exposed, but relatively intact. The left flap and a portion of the left aileron remained attached to the wing root. The empennage section of the airplane, containing the vertical and right horizontal stabilizer, was almost completely separated from the fuselage just forward of the vertical stabilizer attachment point. The empennage section remained connected by control cables and wires, and came to rest adjacent to the fuselage with the vertical stabilizer and right horizontal stabilizer resting on the ground. Flight control continuity was confirmed from the cockpit to the empennage section of the airplane. The engine remained attached to the airplane firewall, and the propeller remained attached to the engine. Examination of both propeller blades revealed aft bending and chordwise scratching. The engine was retained for further examination. The pilot held a private pilot certificate with ratings for single-engine land and instrument airplane. His most recent FAA second class medical certificate was issued on March 8, 2002. At that time he reported 800 hours of total flight experience. The pilot's logbook was located in the wreckage. The logbook began with an entry on January 2000 and the last entry was for a flight on June 18, 2003. All entries in the logbook were in the accident airplane. Examination of the entries revealed the pilot had accumulated 931 hours of total flight experience, of which, 45 hours were logged in actual instrument conditions, and 70 hours in simulated instrument conditions. During the previous 90 days, the pilot had accumulated 12 hours of flight time. According to the manager of the Bay Bridge Airport, the airplane was last refueled on July 30, 2003. At 1200 on July 30, the pilot purchased 13.2 gallons of fuel and at 1614, the pilot purchased 15.7 gallons of fuel. Weather reported at Johnstown, at 0654, included calm wind, 1 mile visibility, mist, a broken cloud layer at 1,000 feet, temperature 61 degrees Fahrenheit, dew point 61degrees Fahrenheit, and barometric pressure of 29.93 inches Hg. At 0727, a "special" METAR was issued which included winds from 250 degrees at 3 knots, 1 1/2 mile visibility, mist, few clouds at 400 feet, an overcast cloud layer at 800 feet, temperature 61 degrees Fahrenheit, and dew point 61 degrees Fahrenheit. A remark was issued with the METAR stating that the ceiling was variable between 700 feet and 1,200 feet.

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