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Ntsb/Aar-76-04 NTISl!B/B/104-76/004 AIRCRAFT ACCIDENT REPORT. WOLFE INDUSTRIES, INCGRPORATED, BEECH 65-A90 KING AIR. N57V. AMERICAN UNIVERSITY CAMPUS. WASHINGTON, D. C. JANUARY 25, 1975 National Transportation Safety Board Washington, D. C. 28 January 1976 DISTRIBUTED BY: National Technical Information Service 11. S. DEPARTMEKT OF COMMERCE A. L .. .-.rur.- I -__I__-- M .- .. .. .. .._. ~ECHWIW., REPORT ~mEnTAlIonPAGE I nment No. cc nicnt Catalog . Rcoort~~ ~ No.~ 2.Cover Accession s No. NTSD-AAH-76.4 NTISUBIB/104-76/004 ’. Title and Subtitle - Wolfe Industries. Inc., Beer:h 65-A90 King Air, Sanuar 28 1976 N57V. American Ur iiversity Campua .Performing Organization Washington, D. C. Januarv 25. 19j5 ’. Authorls) Report No. I. Performing-- Orsanlzation Nmand P.ddrcss I 10.York Unit No. I National Transportation Safety Board Bureau of Aviation Safety Waehineton.-- D. C. 20594 . .. Period Covered i2.Sponsoring Apewy Name and Address Aircraft Accidenr Report January 25. 1975 NATIONAL TRANSPORTATION SAFETY BOARD Washlngton, D. C. 20594 14.Swnsoring Agency Code ~-~~~ ~~~ ~~~ ~~ ~ ~~ ~~ ~~~~~ ~~ ~ ~ ~ ~- About 1210 e. 6. t.. on January 25, 1975, a Wolfe Industries. hc., Beech 65-A90. King Air (N57V) crashed while conducting a VORlDME approach to runway 18 at Washington National Airport, Washington. D. C. The aircraft struck the top of a 398-foot radio transmission tower located on the American University campus about 5 nmi northwest of the runway and approxi- mately 1/2 mile north of the instrument approach course. Five persons on board the aircraft were fatally injured. The aircraft destroyed. The National Transportation Safety Board determines that the probable cause, of this accident was an unauthorized descent below the published minimum approach segment altitude during an instrument approach in instrument meteoro- logical conditions for reasons undetermined. While recognizing that Air Traffic Control should have issued crossing altitude restrictions with the approach clearance and should have issued a more timely safety advisory. the Board, however, is unable to conclude that the issuance of such altihde restrictions and tiafety advisory in these circumstances would have prcvented the occurrence of the accident. i7.Key Words VOKIDME approach, radar arrival, landing approach, This report is available unauthorized descent, air traffic control procedures, to the public through the minimum crossing altitude National Technical Informa- tion Service, Springfield, Virginia 22151 I 19.Security Classification 2O.Serurity Classification 2I.No. of Pages 22.Price (of this report) (of this page) 67 UNCLASSIF1E.D UNCLASSiFIED_- WEB Form 1765.2 (Rev. 9/74] . TABLEOFCONTENTS Page Spnopsis ......................................... 1 1. Investigation ..................................... 2 1.1 History of the Flight ......, ........................ 2 1.2 Injuries to Persons ................................ 4 1.3 Darnagetofircraft ................................ 4 1.4 Other Darnage ..................................... 4 i 1.5 Crew Information ................................. 4 1.6 Aircraft Information ............................... 4 1.7 Meteorological Information.. ....................... 5 I 1.8 Aids to Navigation ................................. 7 i 1.9 Communications ................................... 7 I 1.10 Aerodrome and Ground Facilities 8 ~ .................... !, 1.11 FlightRecorders .................................. 8 1.12 Aircraft Wrcckage 8 ................................ ! 1.13 Medical and Pathological Inhrniation ................ 9 1 1.14 Fire ............................................. 9 I 1.15 SurvivalAspects .................................. 10 1.16 Tests and Research ............................... 10 1.16.1 Altimeter Ekamina.tion ............................ 10 1.16.2 Automated Radar Terminal Service Data and Derivation of Flight Track and Descent Profile ....... 11 1.17 Other orm mat ion................................. 12 1.17.1 Air Traffic Control Procedures ..................... 12 . 1.17.2 Federal Aviation RqgUIations - Instrument FlightRules ........................................ 18 2. Analysis and Conclusions .......................... 19 2.1 Analysis ......................................... 19 2.2 Conclusions ...................................... 25 (a) Fkrdings. ..................................... 25 (b) Probable Cause.. .............................. 26 3. Recommend&ons.. ................................ 27 Appendixes Appendix A .Investigation and Hearing ............. 31 Appendix B .Crew Information. ................... 32 Appendix C .Aircraft Information ................. .I? Appendix.D .Accident Area Chart ................. 34 Appendix E - Washington National T.ower Transcription.. ..................... 35 Appendiv F .Flight Track and Descent Profile.. .... 49 Appendix G .NTSB Safety Recommendation.. ...... 53 P.ppendix H - Transcript of Local Controller Communications and Background Utterances from Final-1 Controller Position ........................... 54 ii .. - ... .. ,. ,. -.. .I \. .. .~ ._ . i-......... ,.... \. ' .. ' . .: . .. ,. I"- - . -. SA-448 File No. 3-0002 NATION4L TRANSPORTATION SAFETY BOARD WASHINGTON, D. C. 20594 AlRCRAFT ACCIDENT REPORT Adopted: January 28: 1976 P WOLFE INDUSTRIES, INC. BEECH 65-A90 KING LIR, N57V AMERICAN UNIVERSITY CAMPUS WASHINGTON, D. C. JANUARY 25. 1975 SYNOPSIS The aircraft first 'struck the top of a 398-foot radio trasmissioh tower, 763 feet m. s. I., located on the American University Campus about 5 nmi northwest of the runway. The main wreckage crashed in the back- yard of a residence located on the campus grounds. Five persons on board the aircr-ft--two flight crewmembers and three passrngers--were fatally injured. The aircraft was destroyed by impact ani. fire. No persons on the ground were injured. The National Transportation Safety Board dc:termines that the probable cause of this accident was an unauthorized descent below the published minimum approach segment altitude during an instrument approach in instruFctnt meteorological conditions for reasons undetermined. While recognizing ihat Air Traffic Control should have issued crossing altitude restrictions with the amroach clearance and should have issued a more timely safety advisory, the Board, however, is un- able to conclude that the issuance of such altitude restrictions and safety advisory in these circumstances would have prevented the occurrence of the accident. I -2- 1. INVESTIGATION 1.1 History of Flight At 1047 -11 on January 25, 1975, Wolfe Industries, Inc., Beech 65-A90 King Air (N57V) departed Columbus. Ohio, on an instrument flight plan to the Washington National Airport, Washington, D. C. Two pilots and three passengers were aboard the corporate business flight. The flight into the Washington area was roxtine, and no problems were reported with the aircraft or its systems. At 1158:ZO. N57V con- tacted Washington Approach Control and reported that the flight was main- taining an altitude of 8.000 feet. The approach controller advised the flight to maintain 8.000 feet and to depart Aldie Intersection 2/ on a heading of 100° "for (radar) vectors to the ha1approach course" for landing on runway 18 at WasLiugton National Airport. At 1204:20. the approach controller cleared N57V to descend to, and maintain, 5,000 feet. The flight acknowledged the ckarance. At 1204:51. when the flight was about 18 nmi NW of the airport. approach control cleared N57V to descend to, and maintain, 3,000 feet and to fly on a heading of 120°. The flight acknowledqed this clearance and re- ported out of 7,200 feet at that time. At 1205:56, the approaFh controller advised the flight, "King Air five seven Victor fifteen northwest cleared VOR/DMC runway one eight approach." The flight replied, ',Okay we're cleared for the approach, fifty seven Victor." The approach controller then requested. "Two five seven Victor like for you to keep your airspeed up as much as you can on final. 'I At 1207:44, when the aircraft was about 12 nmi NW of the airport, N57V was requcsted to contact the tower, at which time communicatians wit!^ the flight were transferred from approach control to the Washington National Tower (I@ control) radio frequency. At 1209:45, the local controller, after.observing the radar target of N57V to the left of the final approach course, advised the flight, "November five seven Victor looks slightly left of course. '1 The flight replied, "Okay we'll check. '1 - -1/ All times herein are eastern standard, based on the 24-hour clock. -Z/ The intersection of the Victor 4 Airway and the Casanova VOR 039O radial, 28 nmi WNW of the Washir;gton National Airport. -3- The local controller stated that when he first observed the radar target associated with N57V on his radar (BRITE) display, it was between 8 and 9 miles NW of the airpart and approximately 1 mile to the left of the final approach course. He said that the aircraft appeared to be paralleling the aTproach course at that point. He also stated that he did not. at any time, notice the altitude information relating to N57V on his radar display. Meanwhile, the approach controller was monitoring the progress of N57V. The transcription of certain "background conversations" (see Appendix H ) indicates that at 1209:02 a remark was made concerning the aircraft'. failure to "pick up that radial. " at 1209:OS comment was made concerning "some towers down there": at 1209:32 the question was asked whether "that guy shouldn't be that low up there, should he?''; and at 1209:39
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