Accident Prevention October 1997
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FLIGHT SAFETY FOUNDATION Accident Prevention Vol. 54 No. 10 For Everyone Concerned with the Safety of Flight October 1997 Collision with Antenna Guy Wire Severs Jet’s Wing During Nonprecision Approach The crew lost control of the aircraft, which collided with terrain. The crew’s disregard of minimum descent altitude on the nonprecision step-down approach caused the accident. FSF Editorial Staff The crew of the twin-turbofan Cessna 550 Citation a guy wire of an antenna and separation of 8.5 feet II was on a very high frequency omnidirectional radio of the left wing.” range (VOR)/distance measuring equipment (DME) approach to the Marco Island Airport (KMKY), The accident aircraft was operated by Moran Foods Florida, U.S., when it collided with the guy wire of a Inc., St. Louis, Missouri, U.S., and was equipped with 214-meter (700-foot) antenna located 6.2 kilometers a cockpit voice recorder (CVR). On the day of the (3.36 nautical miles [NM]) from the runway accident, the crew departed the Cahokia/St. Louis threshold. During the collision, a section of the left Airport, Illinois, U.S., at 0824 hours local time on an wing estimated at 2.6 meters (8.5 feet) separated from instrument flight rules (IFR) flight plan. The crew the aircraft. The aircraft continued flying for 3.1 consisted of a contract pilot, who occupied the left kilometers (1.7 NM) before it collided with terrain. seat and was both the pilot-in-command (PIC) and the pilot flying for the trip to KMKY. A full-time The two flight crew members were killed in the company pilot occupied the right seat and was the Dec. 31, 1995, accident. There were no passengers copilot. on board. The aircraft was destroyed by impact forces and a postaccident fire. The crew was scheduled to pick up five passengers at KMKY and return to St. Louis. (KMKY is located on the west coast The accident occurred during daylight in instrument of Florida, about 138 kilometers [75 NM] west-northwest of meteorological conditions (IMC). Miami. It has no control tower but is equipped with an automated weather observing system [AWOS]. The landing The final accident investigation report of the U.S. National area comprises a single runway [17/35] that is 1,525 meters Transportation Safety Board (NTSB) said that the probable [5,000 feet] long.) cause of the accident was “the pilot’s disregard for the MDA [minimum descent altitude] for a specific segment of the VOR/ The flight proceeded uneventfully to the Florida coast. At DME approach, which resulted in the in-flight collision with 1156:45, the crew was descending to flight level (FL) 240 At 1206:22, after a series of descents and vectors, the crew was given the Fort Myers, Florida, altimeter setting of 30.00 inches of mercury by the Fort Myers approach control facility and told to expect the Runway 17 approach. The cockpit conversation indicates the crew then began to set up its equipment for the VOR/DME approach to Runway 17 at KMKY, and the PIC commented, “We otta be able to get a visual.” As the crew prepared for the approach, the copilot said, “Three fifty-four on your doohickey over there.” The number “354” to which the copilot referred was the height above touchdown for the straight-in MDA (108 meters [354 feet]) when using the KMKY altimeter setting, not the setting for Fort Myers. At 1207:19, the crew was cleared to descend from 3,355 meters (11,000 feet) to 2,135 meters (7,000 feet). About one minute later, the crew was cleared direct to the Cypress VOR, which is the initial approach fix for the VOR/DME approach into KMKY. At 1209:29, the copilot said, “Obviously, try to land to the north if we can.” The terminal building where the crew was scheduled to meet its passengers was located on the north end of the runway. Shortly afterward, the copilot remarked, “Man, it is cruddy down Cessna 550 Citation II here.” The copilot also remarked that the weather was not very The Cessna 550 Citation II, a 10-passenger business jet, good for the passengers’ vacation. The crew then discussed an first flew on Jan. 17, 1977. It is powered by two Pratt & intermittent problem with the windscreen bleed air. Whitney Canada JT-15D-4B turbofan engines, which give it a cruising speed of 713 kilometers per hour (385 knots) at The flight was cleared down to 1,525 meters (5,000 feet) and, average cruise weights and a service ceiling of 7,680 meters (25,200 feet). Flying controls include single-slotted flaps and at 1214:30, the crew was again told to expect the VOR/DME hydraulically actuated air brake. Maximum takeoff weight is approach to Runway 17 at KMKY. 6,396 kilograms (14,100 pounds). Its range varies from 3,222 kilometers (1,740 nautical miles [NM]) to 3,704 kilometers At 1216:37, ATC gave the crew a radar vector to intercept the (2,000 NM) depending on fuel and passenger loading. final approach course, which the copilot acknowledged, and Wingspan of the Cessna 550 is 15.90 meters (52 feet, two the crew again discussed whether the windshield bleed air was inches), and its length overall is 14.39 meters (47 feet, 2.5 inches). Its cabin height is 1.46 meters (four feet, 9.5 inches). working properly. The Cessna 550 requires a crew of two on a separate flight The flight was eventually cleared to descend to 610 meters deck. Passengers sit in a carpeted main cabin. A pressurization system maintains a sea-level cabin altitude (2,000 feet). The PIC asked the copilot, “What was the MDA to 6,720 meters (22,040 feet) or a 2,440-meter (8,000-foot) for the approach?” cabin altitude up to 12,495 meters (41,000 feet). Tricycle landing gear is hydraulically retractable. The copilot replied, “Oooh, it’s about three sixty.” The Source: Jane’s All the World’s Aircraft copilot then briefed the PIC on the initial altitudes for the approach. (7,320 meters [24,000 feet]) and monitoring the automatic There was a brief discussion about the MDA of 110 meters terminal information service (ATIS) at Naples Municipal (360 feet), which was interrupted by the PIC who said, “He Airport, located 20 kilometers (11 NM) northwest of KMKY. [the controller] didn’t clear us for the approach. You might The ATIS reported the Naples weather as: 366 meters (1,200 ask him about that.” feet) broken, 915 meters (3,000 feet) overcast, with 9.7 kilometers (six miles) visibility in fog. The temperature was The copilot asked ATC if the flight was cleared for the 23 degrees C (73 degrees F) and the dew point 19 degrees C approach. The controller responded that the flight would need (67 degrees F). to remain at 610 meters for a short time because of conflicting 2 FLIGHT SAFETY FOUNDATION • ACCIDENT PREVENTION • OCTOBER 1997 Flight Path Profile, Cessna 550 Citation II, Marco Island, Florida, U.S., Dec. 31, 1995 Air Traffic Control: “November One Mike Juliet, Air Traffic Control: “ … Report cancellation of IFR … radar service terminated your position is uh four miles … change to advisory frequency approved.” from TIOFF. Maintain one Copilot: “OK sir, thanks.” thousand six hundred till Copilot: “… and Marco, traffic . One Mike Juliet six north inbound established final approach on the approach … landing on uh, three five.” course. Cleared for the VOR DME, runway one seven Copilot: “… within five miles of the airport . approach Marco Island.” you can come on down to three, sixty … ” Copilot: “One Mike Juliet, cleared for the approach, thanks.” Copilot: “… (airport) about ten left. Looks like about one fifty-five heading will take you right to it, four miles Pilot-in-command (PIC): “Approach flaps here, sir.” out. Get her right on down so we can sees it.” Copilot: “OK, on speed, here they come.” Copilot: “Three miles.” Copilot: “Looks like we need about ten right.” (Sound of impact) 3,000 PIC: “What the hell did we hit man?” Copilot: “Watta you got the power in? Hang in there (Feet) Mean Sea Level D 5.0 … hang in there … hang in, hang in. Gotta find somewhere. Gotta find somewhere to land this … keep the power in.” PIC: “I got it.” 2,000 Altitude Copilot: “Keep the power in.” 1600' D 7.7 PIC: “ … a hundred and thirty knots … Aw man!” Copilot: “It’s droppin’ on you Hal.” Flight path of 980' Minimum approach altitudes 1,000 accident aircraft 700' using Marco Island Airport altimeter setting D10.8 Aircraft’s left wing impacts tower support cable. 360' Aircraft begins a 90-degree turn to the left. 6" 0 TIOFF Nondirectional Beacon Antenna 6 543 2 1 Distance to Runway 17 in Nautical Miles Source: AlliedSignal Figure 1 traffic. The copilot then told the PIC that, as soon as they At 1223:53, the copilot said, “Yuk.” Seconds later, he told the were cleared for the approach, they could descend to 488 PIC that the airport was “a little bit to your left.” meters (1,600 feet). The copilot added, “It’s more than [eight kilometers (five miles)] and it will be all the way down to At 1224:01, the copilot told the PIC they were 6.4 kilometers nine eighty.” (four miles) out and that he should “get her right on down so we can see it.” Eighteen seconds later, the sound of an altitude At 1221:56, ATC advised the crew that it was 6.4 kilometers alert could be heard on the CVR.