Plane Crash Reports 2003

2003 Plane Crash Report Result

Title: AL STANDARD TIME, A COMMANDER AIRCRAFT 114TC, N6107Z, PILOTED BY

Report Date: 11/18

Plane Crash Problem: HISTORY OF FLIGHT On November 2, 2003, at 1847 central standard time, a Commander Aircraft 114TC, N6107Z, piloted by a private pilot, was destroyed during an in-flight collision with the terrain at the Hutchinson Municipal Airport (HUT), Hutchinson, Kansas. Instrument meteorological conditions prevailed at the time of the accident. The business flight was operating under the provisions of 14 Code of Federal Regulations (CFR) Part 91 and was on an instrument flight rules (IFR) flight plan. The pilot sustained fatal injuries. The flight departed Wiley Post Airport (PWA), Oklahoma City, Oklahoma, at 1737. According to preliminary Federal Aviation Administration (FAA) air traffic control (ATC) transcriptions, the pilot had been cleared for the instrument landing system (ILS) approach to runway 13 at HUT. The pilot subsequently flew the approach and reported going missed approach after passing the middle marker. The following is a summary of the voice communications between the pilot of the accident airplane (N6107Z), Wichita Approach Control (ICT-Approach), and Hutchinson Control Tower (HUT-Tower): At 1814:10 [Time Format = hhmm:ss], N6107Z contacted ICT-Approach and was told to expect the ILS runway 13 approach into HUT. At 1815:42, ICT-Approach relayed the current weather at HUT to N6107Z: Wind 040 degrees true at 07 knots; 1-1/4 statute mile visibility with mist; overcast ceiling at 200 feet above ground (agl); temperature 06 degrees Celsius; dew point of 06 degrees Celsius; altimeter 30.03 inches-of-mercury. Wind direction was variable between 010 and 080 degrees true. At 1821:45, ICT-Approach cleared N6107Z from 8,000 feet mean sea level (msl) to 5,000 feet msl. At 1824:48, ICT-Approach cleared N6107Z from 5,000 feet msl to 4,000 feet msl. At 1827:28, ICT-Approach cleared N6107Z to fly direct to Hutchinson VHF Omni-Directional Range (HUT VOR), and after passing the VOR to fly 310 degrees magnetic. ICT-Approach also informed N6107Z to expect vectors for the final approach course. 1833:31, ICT-Approach issued missed approach instructions to N6107Z. The missed approach instructions were to fly runway heading and climb to maintain four thousand feet msl. Between 1835:15 and 1839:43, ICT-Approach provided vectors for the final approach course. At 1839:43, ICT-Approach cleared N6107Z to maintain at or above 3,200 feet msl until established inbound on the localizer. ICT-Approach also cleared N6107Z for the ILS runway 13 approach. At 1840:44, N6107Z reports being established inbound on the localizer. ICT-Approach terminated radar service and instructed N6107Z to contact HUT-Tower. At 1840:59, N6107Z reported being outside the final approach fix (SALTT). HUT-Tower cleared N6107Z to land on runway 13 and reported the surface winds. HUT-Tower also told N6107Z to report either the missed approach or being on the runway. At 1841:58, HUT-Tower told N6107Z the field visibility was 1-1/4 statute miles and there was an overcast ceiling of 200 feet agl. At 1843:34, N6107Z reported being at SALTT and was inbound on the ILS runway 13 final approach. At 1845:49, N6107Z reported missed approach and HUT-Tower instructs N6107Z to fly runway heading and climb to maintain 4,000 feet msl. At 1846:01, N6107Z acknowledged the missed approach clearance. At 1846:06, HUT-Tower asked N6107Z if he saw any runway lights during the approach. N6107Z responded, "N6107Z right over the runway now, I just got them too late." At 1846:14, HUT-Tower instructed N6107Z to contact ICT-Approach and N6107Z acknowledged the frequency change. At 1846:33, N6107Z reported being on the missed approach to ICT-Approach. At 1846:39, ICT-Approach asked N6107Z what his intentions were. N6107Z responded, "yeah what's the weather look like in Wichita right now." At 1846:46, ICT-Approach replied, "Wichita was showing two thousand seven hundred overcast, visibility is ten miles, winds are uh zero three zero at eight and the altimeter [setting] is three zero zero zero." There were no additional communications between ATC and N6107Z. Aircraft radar track data was obtained from FAA ATC. The data indicated there was a single aircraft transmitting a discrete beacon code near the accident location about the time of the accident. The aircraft radar track data was plotted on an ILS runway 13 approach chart, and the plotted track traced back along the final approach course. According to the supplied data, the first radar return for the accident aircraft was recorded at 1825:51. The plotted track showed the airplane being vectored on a right downwind for the ILS runway 13 approach. At 1838:10, the airplane turned from a northwesterly downwind to a northeasterly heading. At 1839:22, the airplane began a right turn and was established on the localizer centerline at 1842:11, approximately 2.5 nm from the final approach fix (SALTT). The airplane passed the outer marker at approximately 1843:47, at a pressure altitude of 2,800 feet. The airplane passed the middle marker at approximately 1845:48, at a pressure altitude of 1,600 feet. The plotted track continued along the runway heading until 1846:24 when the airplane entered a climbing left turn. The aircraft's climbing left turn reached a maximum pressure altitude of 2,000 feet before the airplane entered a descending left turn. The aircraft's last recorded radar return was at 1847:24, at 1,700 feet pressure altitude. The last four minutes of radar track data was recorded as follows: Time(hhmm:ss); Pressure Altitude-feet; North Latitude; West Longitude 1843:23; 3000; 38.1288889; 97.9352778 1843:35; 2900; 38.1247222; 97.9297222 1843:47; 2800; 38.1211111; 97.9272222 1843:59; 2600; 38.1169444; 97.9213889 1844:11; 2600; 38.1130556; 97.9188889 1844:23; 2400; 38.1088889; 97.9130556 1844:35; 2400; 38.1066667; 97.9105556 1844:48; 2300; 38.1025000; 97.9052778 1845:00; 2300; 38.0986111; 97.8994444 1845:12; 2100; 38.0944444; 97.8938889 1845:24; 1900; 38.0883333; 97.8883333 1845:36; 1800; 38.0827778; 97.8827778 1845:48; 1600; 38.0786111; 97.8802778 1846:00; 1700; 38.0744444; 97.8747222 1846:12; 1700; 38.0702778; 97.8691667 1846:24; 1700; 38.0661111; 97.8666667 1846:36; 1900; 38.0625000; 97.8611111 1846:48; 1900; 38.0644444; 97.8530556 1847:00; 2000; 38.0686111; 97.8536111 1847:12; 2000; 38.0686111; 97.8586111 1847:24; 1700; 38.0644444; 97.8555556 PERSONNEL INFORMATION The pilot held a private pilot certificate with airplane single-engine land and instrument airplane ratings. The FAA issued the private pilot certificate on February 26, 2002. FAA records indicate his last medical examination was completed on January 29, 2003, and that he was issued a third-class medical certificate with the following restriction: "Must wear corrective lenses, posses glasses for near/intermediate vision." According to the pilot's flight logbook, he had accumulated a total flight time of 886.7 hours, all of which were in single-engine land airplanes. The pilot had logged 829.8 hours as pilot-in-command (PIC). The pilot's first flight in the accident airplane was on January 7, 2000, and he subsequently accumulated 752.9 hours in the Commander Aircraft 114TC. He had flown 76.0 hours during the previous 3 months, all of which were in the accident airplane. He had flown 24.8 hours during the previous month. The last flight logbook entry was dated 10/31/2003. The pilot's last flight review, as required by 14 CFR Part 61.56, was satisfied on February 26, 2002, after the successful completion of his instrument rating checkride. The pilot had logged a total of 23.9 flight hours in actual instrument meteorological conditions (IMC) and 43.9 hours of simulated instrument conditions. Since the issuance of his instrument rating on February 26, 2002, he had accumulated 21.3 hours of flight time in actual IMC and no additional simulated time. During the previous 6 months the pilot logged 7.1 hours in IMC and no simulated time. The pilot logged 5 instrument approaches during the previous 6 months. However, only 2 approaches occurred during flights that included IMC conditions and both were VOR approaches. The pilot had not completed an instrument proficiency check, as required by 14 CFR Part 61.57(d). AIRCRAFT INFORMATION The accident airplane was a Commander Aircraft 114TC, serial number 20007. The 114TC is a single engine, low-wing airplane. The 114TC is equipped with a retractable tricycle landing gear, electrically actuated wing flaps, and is powered by a single reciprocating engine. The fuselage and empennage are of an all-metal semimonocoque design. The wings are of an all-metal design and are fully cantilevered. The airplane was equipped with dual controls and two cockpit seats. The airplane can accommodate four occupants, including the two cockpit seats. The accident airplane had a certified maximum takeoff weight of 3,305 lbs and a maximum useful load of 1,083 lbs. The airplane was issued a Standard Airworthiness Certificate on December 26, 1995, and was certified as a normal category airplane. The accident airplane had accumulated a total flight time of 2,333.5 hours since new. The last annual inspection was completed on January 27, 2003, and the airplane had accumulated 182.9 hours since the inspection. The last airframe inspection was performed on August 14, 2003, at 2,272.7 hours total time. The airplane had accumulated 60.8 hours since the last inspection. According to the aircraft maintenance logbooks, all applicable FAA Airworthiness Directives had been complied with as of the last annual inspection. The engine was a 270 horsepower Lycoming TIO-540-AG1A, serial number L-9631-61A. The engine had accumulated 664.5 hours since the last overhaul, which was completed on February 28, 2000. The last engine inspection was performed on October 16, 2003, and the engine had accumulated 17.1 hours since the inspection. The propeller was a three-bladed McCauley B3D32C419-C, serial number 951158. The altimeter, static system, automatic pressure altitude reporting equipment and ATC transponder were last tested/certified on December 20, 2001. The most current VOR system check was completed on September 21, 2003. METEOROLOGICAL INFORMATION A weather observation station, located at the Hutchinson Municipal Airport, recorded the weather conditions as: At 1751: Wind 040 degrees true at 7 knots; 1-1/4 statute mile visibility with mist; overcast ceiling of 200 feet above ground level (agl); temperature 6 degrees Celsius; dew point of 6 degrees Celsius; altimeter 30.03 inches-of-mercury; wind direction variable between 010 and 080 degrees true; rain ended at 1711. At 1851: Wind 040 degrees true at 6 knots; 2 statute mile visibility with mist; overcast ceiling of 200 feet agl; temperature 6 degrees Celsius; dew point of 6 degrees Celsius; altimeter 30.04 inches-of-mercury. At 1906: Wind 040 degrees true at 9 knots; 1-1/4 statute mile visibility with mist; overcast ceiling of 200 feet agl; temperature 6 degrees Celsius; dew point of 6 degrees Celsius; altimeter 30.04 inches-of-mercury. AIDS TO NAVIGATION The aircraft had utilized the ILS runway 13 approach into Hutchinson Municipal Airport. Subsequent to the accident the approach was taken out-of-service until the approach could be tested. On November 6, 2003, the ILS runway 13 approach was flight tested by the Oklahoma City Flight Inspection Field Office. According to the Flight Inspection Report, the ILS runway 13 approach was fully operational and tested satisfactory. There were three notices-to-airmen (NOTAMS) listed for runway 13 at the time of the accident: * The pilot-control unit for the runway 13 approach lighting system was out-of-service. * Runway 13 approach lighting system was out-of-service, except for medium intensity. * The runway 13 alignment indicator lights (RAIL) were out-of-service. WRECKAGE AND IMPACT INFORMATION The National Transportation Safety Board's (NTSB) on-scene investigation began on November 03, 2003. A global positioning system receiver recorded the position of the main wreckage as 38-degrees 04-minutes 02.6-seconds north latitude, 97-degrees 51-minutes 12.5-seconds west longitude. The main wreckage was located on runway 22, approximately 1,650 feet from the approach end of the runway. The aircraft impacted off the left side of runway 22. There was a wreckage debris path that measured approximately 280 feet long. The heading of the debris path centerline was measured with a compass and was 334 degrees magnetic. The initial impact ground depression contained the portions of the left wingtip. The inboard half of the left wing was found approximately 128 feet from the initial impact point. The left cabin entry door was located approximately 146 feet from the initial impact point. The outboard half of the left wing was located approximately 158 feet from the initial impact point. The main wreckage, consisting of the main cabin, the right wing, and empennage was located approximately 280 feet from the initial impact point. All components of the aircraft were located along the wreckage path and all flight control surfaces remained attached at their respective airframe positions. The left wing was completely separated from the fuselage. The wing separated, approximately midspan, into two portions. The main wing spar was bent aft approximately 30 degrees at midspan. The left aileron remained attached to the wing and both aileron cables were found attached to the left aileron bellcrank. The aileron actuation push/pull rod was found attached to the aileron bellcrank and the flight control surface. The left flap remained attached to the wing. The left wing fuel tank was ruptured, however, residual fuel was noted. The right wing remained attached to the fuselage. The outboard quarter of the leading edge was crushed aft to the main spar. The right flap remained attached to the wing. The right aileron remained attached to the wing and both aileron cables were found attached to the right aileron bellcrank. The aileron actuation push/pull rod was found attached to the aileron bellcrank and the flight control surface. The right wing fuel tank was ruptured, however, residual fuel was noted. Aileron flight control cable continuity could not be established due to extensive damage. The right aileron flight control cables were continuous from the aileron bellcrank to the forward cabin. The left aileron flight control cables were fractured. The left aileron flight control cables were continuous from the wing root to the forward cabin. All aileron flight control cable separations had fracture features consistent with overload. The wing flap actuator was in the fully retracted position, which correlates with the wing flaps being fully retracted. The right main landing gear was in the fully extended position. The position of the nose and left main landing gear could not be determined, due to damage. The aft fuselage remained attached to the main cabin. The horizontal stabilizer, elevator, vertical stabilizer, and rudder remained attached to the aft-fuselage. The elevator remained attached to the horizontal stabilizer. Elevator flight control cable continuity was established from the aft bellcrank to the forward cabin. The elevator flight control push-pull tube was continuous from the aft elevator bellcrank to the elevator surface. The elevator control stops were inspected and no evidence of deformation was noted. The rudder remained attached to the vertical stabilizer. Rudder flight control cable continuity was established from the control surface to the forward cabin. The rudder control stops were inspected and no evidence of deformation was noted. The engine was completely separated from its engine mounts and the firewall. Engine crankshaft continuity was established by rotating the crankshaft at the propeller flange. Rear accessory section and valve train continuity was established while the engine crankshaft was rotated. There was compression on all cylinders, except cylinder numbers 2 and 5, when the engine crankshaft was rotated. There was extensive damage to the valve assembly for the number 5 cylinder. The number 2 cylinder head was cracked. Both the left and right magnetos produced spark on all leads when the engine crankshaft was rotated. The oil pickup tube was not contaminated or obstructed. The upper spark plugs were removed and normal wear signatures were noted. The propeller remained attached to the engine propeller flange. All three propeller blades had leading edge damage, chordwise scratching, burnishing of the blade backs, and S-shape bends. The aircraft was equipped with two engine driven vacuum pumps. One of the pumps was found destroyed at the accident site. The other pump was disassembled and no pre-impact anomalies were noted. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was performed on the pilot at the Sedgwick County Regional Forensic Science Center, Wichita, Kansas, on November 3, 2003. ADDITIONAL INFORMATION Parties to the investigation include the FAA Wichita Flight Standards District Office (FSDO) and Textron Lycoming. The entire wreckage was released to a representative of the owner on November 4, 2003.

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