[JYO] Preliminary NTSB report on Leesburg Crash
- From: FlyboyEd <flyboyed@xxxxxxx>
- To: "jyo@xxxxxxxxxxxxx " <jyo@xxxxxxxxxxxxx>
- Date: Tue, 11 Mar 2003 14:09:34 -0500
http://www.ntsb.gov/ntsb/brief.asp?ev_id=20030310X00310&key=1
NTSB Identification: IAD03FA035
14 CFR Part 91: General Aviation
Accident occurred Saturday, March 01, 2003 in Leesburg, VA
Aircraft: SOCATA TBM 700, registration: N700PP
Injuries: 3 Fatal.
This is preliminary information, subject to change, and may
contain errors. Any errors in this report will be corrected when the
final report has been completed.
On March 1, 2003, about 1445 eastern standard time, a Socata TBM-700,
N700PP, was substantially damaged when it collided with trees, then
terrain, during an instrument approach to Leesburg Executive Airport
(JYO), Leesburg, Virginia. The certificated airline transport pilot,
the private pilot, and the passenger were fatally injured. An
instrument flight rules (IFR) flight plan was filed for the flight
that originated at Greenville-Spartanburg International Airport (GSP),
Greer, South Carolina, about 1250. Instrument meteorological
conditions prevailed for the business flight conducted under 14 CFR
Part 91.
A preliminary review of air traffic control communications revealed
that the pilot received radar vectors to intercept the localizer course
for the LOC RWY 17 approach.
At 1428, an approach controller provided the current altimeter setting
and asked the pilot if had the current weather conditions. The pilot
acknowledged the altimeter setting and reported that he had the
current weather information.
At 1440, the approach controller instructed the pilot to intercept the
localizer course, and the pilot acknowledged. About 1 minute later,
the approach controller advised the pilot that he was located 3 miles
north of WARDE intersection (final approach fix), to maintain 3,000
feet until established, and that he was cleared for the LOC RWY 17
approach. The pilot acknowledged.
At 1442, the approach controller advised the pilot to cancel IFR
services with Leesburg Flight Service Station (FSS) once on the
ground, and approved a change in radio frequency for airport
advisories. The pilot acknowledged, and there no further communications
from the pilot.
The published inbound course for the LOC RWY 17 approach was 171
degrees magnetic, and the minimum descent altitude was 720 feet above
mean sea level (msl). The crossing altitude at WARDE intersection was
1,800 feet msl. The distance between WARDE and the missed approach
point, which was located at the end of runway 17, was 3.9 nautical
miles. The airport elevation was 389 feet msl.
The published weather minimums for the LOC RWY 17 approach included a
400-foot ceiling and 1-mile visibility.
A preliminary review of radar data revealed an instrument flight rules
(IFR) target approached Leesburg Airport from the northwest.
Examination of the last 4 minutes of radar data revealed that the
target turned toward the south to intercept the localizer course about
9 nautical miles from the end of runway 17. It then made 5-6 turns
across the localizer course, left and right, as it proceeded toward the
airport.
When the target was about 7 nautical miles north of the runway, it was
at an altitude of 2,700 feet msl, and at a ground speed of 140 knots.
When the target was about 5 nautical miles north of the runway, it was
at an altitude of 1,700 feet msl, and at a ground speed of 130 knots.
When the target crossed over WARDE intersection, it was at an altitude
of 1,700 feet msl, and at a ground speed of 90 knots.
When the target was about 3 nautical miles north of the airport, it
was at an altitude of 1,400 feet msl, and at a ground speed of 90
knots.
When the target was about 2 nautical miles north of the airport, it
was in a left turn toward the east before the data ended at 1445. The
last radar target was at an altitude of 700 feet msl, and at a ground
speed of 70 knots.
The last radar return was located at 38 degrees, 57 minutes north
latitude, and 77 degrees, 27 minutes west longitude.
Several witnesses observed and heard the airplane. According to one
witness, a private pilot and an airplane owner based at Leesburg, he
was in his truck approaching a stop sign when he first saw and heard
the airplane. He said the airplane "appeared" out of the fog about
300-400 feet above the ground, directly in front of where he was
located. The airplane was in a "slight left bank" (10-15 degrees),
with the nose pointed "slightly down" (about 20-25 degrees), and
traveling fast. The airplane was in a left turn, moving south to east,
and toward the north.
The witness then observed the airplane to "simultaneously and suddenly
level out," pitch up (20-25 degrees), and increase power. The change
in engine sound was similar to when an airplane applied power for
take-off. The witness thought that the pilot realized he was low and
was trying to "get out of there."
The airplane continued to descend in the nose-high attitude toward the
trees. The witness estimated the descent angle of the airplane to be
65 degrees, before he lost sight of it as it descended behind trees.
When asked if he thought that the airplane got on the "backside" of
the power curve, the witness responded, "That's exactly what happened.
It looked as if he got on the backside of the power curve, and that is
what I have told other people. If he had had more altitude, he may
have recovered. But, even if he did recover, there was still a ridge
directly in front of his position that he would have had to clear, and
I am not sure if he would have been able to do that."
The witness also noted that the engine was operating normally, and the
weather was foggy with low visibility.
A second witness stated that she was on her back porch about 1/8 mile
from the accident site, when she heard an airplane engine getting
"louder and louder." She then stepped off her porch and went out into
her backyard. When she looked up, the airplane flew directly overhead
going east bound, and it was about five stories above the ground. The
belly of the airplane was parallel to the ground and was colored blue.
The landing gear was not extended. The engine sounded "loud and
constant" the entire time.
The airplane then made a sharp left bank and started to turn toward
the north. It continued to increase the left bank, when the nose
dropped down into the trees, and the witness lost sight of it.
The witness also described the weather as a gray overcast, but not
foggy.
A third witness was in his yard, which he stated was about 1/4 mile
from the accident site. He first heard an airplane flying low
overhead. When he looked up, he saw it exiting the clouds, about four
stories above the ground, in a level attitude, headed east. The airplane
then made a sharp left bank and started to turn towards the north. The
nose of the airplane "was being pulled up" while in the turn. It then
dropped, and pointed down toward the ground. The witness did not see
the airplane hit the ground, but noted that the engine sounded as if
it was "cutting in-and-out" before impact. The witness also noted that
the weather was "very foggy."
A fourth witness was in her backyard, located across the street from
the accident site. She heard the sound of an airplane engine "revving
up and down." The witness then looked up and saw the airplane on its
side, descending through the trees. It was "teetering" back and forth
as it descended, and the top of it was facing her direction. The
witness also described the weather as foggy.
A fifth witness said that he heard an airplane that sounded really
low, but could not see it. The engine sounded "normal", then faded for
about 10 seconds, then began to "surge" or "race". Two to 3 seconds
later, he heard a crashing sound. The witness also stated that the
weather was extremely cloudy and foggy.
The airplane wreckage was examined at the site on March 1-3, 2003. All
major components were accounted for at the scene. The airplane came to
rest upright, in the backyard of a private residence, on a heading of
045 degrees, at a ground elevation of approximately 395 feet msl,
about 2 nautical miles north of the airport.
The wreckage was located at 39 degrees, 07 minutes north latitude, and
77 degrees, 34 minutes west longitude.
Initial tree impact scars started about 75 feet from the main
wreckage, and several broken tree branches were located at the base of
the approximately 75-foot trees. Tree impact scars became
progressively lower on the trees in the direction of the main wreckage.
Several cut tree branches were found along the wreckage path.
Examination of the branches revealed that the ends were cut at
approximately 45-degree angles. The surface of the cuts exhibited black
paint transfer marks.
The outboard section of the right elevator, a section of right wing
fuel tank, the right main landing gear without its tire, and the
inboard section of the left wing were found scattered along the wreckage
path.
The main fuselage was relatively intact. Examination of the fuselage
revealed some wrinkles starting after the engine compartment and back
toward the tail along the left and right side of the fuselage. The base
of the vertical stabilizer was cracked and buckled.
The right wing was separated outboard of the wing root. An
approximately 4-foot section of the forward and rear wing spars
remained attached to the fuselage at the wing root, and were displaced
aft.
The right wing came to rest inverted and was sitting underneath the
fuselage. The flap and aileron were separated, exhibited impact
damage, and were located near the right wing.
The left wing was separated at the wing root, except for a small
portion of structure, which supported the left main landing gear. The
wing structure was fragmented. A 5- to 6-foot long inboard section of
the wing came to rest next to the tail section, and exhibited leading
edge impact damage. The flap also separated, and exhibited impact
damage. The remaining portion of the wing, with the aileron intact, came
to rest up against a fence located to the left of the main wreckage.
Flight control continuity was established for both ailerons to the
wing root. However, the cables were separated, and exhibited
"broomstraw" ends, consistent with overload.
The vertical stabilizer was intact, and did not exhibit any impact
damage.
The rudder was intact, but the base of the rudder trim exhibited some
impact damage.
The horizontal stabilizer remained partially attached to the tail
cone, was tilted to the left, and was displaced downward. Examination
revealed some leading edge impact damage on both sides. The left
elevator and left trim tab were intact. The inboard section of the
right elevator and trim tab were separated. The left elevator push-pull
tube remained attached to the elevator lever arm. The right elevator
push-pull tube remained attached to the elevator lever arm, but the
elevator lever arm was separated.
Flight control continuity was established from the tail control
surfaces to the aft cabin area.
Examination of the engine revealed that it was intact in the airframe
nacelle. The engine mount was separated from the firewall structure at
the lower right, upper right, and upper left locations. The upper rear
cowling was separated and was lying immediately forward of the main
engine. The propeller and propeller shaft were separated and laying
approximately 15 feet forward of the engine. There was no fire damage.
The forward upper cowling, the upper inlet shroud, and the right exhaust
port were removed for inspection. All engine-to-airframe connections
were intact.
The propeller shaft was separated immediately aft of the oil transfer
sleeve, and was attached, with the propeller governor and the overspeed
governor, to the propeller. The fracture surface exhibited heavy
circumferential rubbing and frictional heat discoloration.
The chip detector was recovered separately in its mounting boss. The
magnetic elements were clean.
The exposed second stage gearing displayed no indications of
operational distress.
Examination of the exhaust duct housing revealed some compressional
deformation and no torsional deformation. The housing and exhaust
stubs displayed no indications of outward dimples or pockmarks. The
second stage power turbine, guide vane, and shroud were examined and
the blades and vane airfoils were intact. The blade tips, shroud, and
vane ring outer drum exhibited circumferential rubbing and scoring.
The gas generator case and housing displayed no apparent deformation.
The fuel manifold was intact. The inlet screen was covered in wood
chips. The screen was cut for inspection of the compressor first
stage. The shroud displayed circumferential scoring, and the blade
airfoil leading edges displayed light nicks. The gas generator rotor
turned freely by hand, continuous with the accessory gearbox drives.
The accessory gearbox housing was intact. The external oil pump
housing and the high-pressure fuel pump were partially fractured from
their respective mounting bosses. The fuel control housing was intact.
The emergency power lever linkage was fractured.
Examination of the pneumatic air lines, compressor discharge (P3), and
the power turbine control (Py) revealed that the Py line was intact
from the fuel control fitting to the torque limiter. The propeller
governor fitting exhibited impact damage.
The power control and reversing linkage was fractured immediately
forward of the flange "A" fitting. The linkage was otherwise
continuous, with impact deformation.
The propeller servo piston and cylinder were fractured from the hub.
The blades were numbered 1 through 4 counterclockwise from the rear
for reference. The blades were free to rotate on the hub mounts.
Blade No. 1: Deformed forward approximately 30 degrees from
approximately mid-span. The tip was slightly deformed toward low pitch.
Blade No. 2: Deformed toward low pitch and slightly aft from
approximately mid-span.
Blade No. 3: Deformed aft and toward low pitch from the root.
Blade No. 4: Deformed aft and toward low pitch from approximately
mid-span, and the tip was wrinkled toward the tip.
Examination of the pilot altimeter and co-pilot altimeter revealed
that both were set at 30.13 inches Hg.
Leesburg Executive Airport runway 17 was a 5,500-foot-long and
100-foot-wide asphalt runway, which was equipped with a 4-light
precision approach path indicator (PAPI) system, medium intensity
runway lights but no runway end identifier lights (REIL).
The pilot in the left seat held a private pilot certificate with
ratings for single engine land and instrument airplane. His most
recent Federal Aviation Administration (FAA) second class medical
certificate was issued on August 09, 2002. At that time, he reported
730 hours of flight experience.
The pilot in the right seat held an airline transport pilot
certificate for airplane multi-engine land, with ratings for the
ATR-42, ATR-72, B-737, and DHC-7. He also held a commercial pilot
certificate for airplane single engine land, a certified flight
instructor certificate for airplane single engine land, airplane
multi-engine land, and instrument airplane. His most recent FAA second
class medical certificate was issued on November 18, 2002. At that
time, he reported 8,375 hours of flight experience.
Weather reported at the airport, at 1400, included winds from 150
degrees at 5 knots, temperature 37 degrees F, dewpoint 35 degrees F,
and altimeter setting 30.14 inches Hg. The visibility was 1 statute
mile and the ceiling was 500 feet overcast.
Weather reported at the airport, at 1420, included winds from 140
degrees at 5 knots, temperature 37 degrees F, dewpoint 35 degrees F,
and altimeter setting 30.13 inches Hg. The visibility was 1 statute
mile and the ceiling was 500 feet overcast.
Weather reported at the airport, at 1440, included winds from 140
degrees at 5 knots, temperature 37 degrees F, dewpoint 35 degrees F,
and altimeter setting 30.13 inches Hg. The visibility was 1 statute
mile and the ceiling was 300 feet overcast.
Weather reported at the airport, at 1500, included winds from 140
degrees at 4 knots, temperature 37 degrees F, dewpoint 35 degrees F,
and altimeter setting 30.12 inches Hg. The visibility was 1 statute
mile and the ceiling was 300 feet overcast.
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