N1563A

1.1 HISTORY OF FLIGHT

On February 1, 2006, at 1504 mountain standard time, a Beechcraft F33A, N1563A, entered an increasingly steep descent and impacted terrain near Buckeye, Arizona. Airline Training Center Arizona (ATCA), Goodyear, Arizona, operated the airplane under the provisions of 14 CFR Part 91. The student pilot, the sole occupant, was fatally injured, and the airplane was destroyed. Visual meteorological conditions prevailed, and a company flight plan had been filed. The solo instructional flight originated at Phoenix Goodyear Airport, Goodyear, about 1420.

The student pilot was flying her third solo flight of the flight-training syllabus. The ATCA solo flight order authorized the student to depart from Phoenix Goodyear airport, fly to Buckeye Airport, perform at least one landing, taxi back, takeoff, then proceed to a practice area south of the Phoenix Goodyear Airport, perform steep turns, slow flight, and stalls, and finally return to Phoenix Goodyear Airport. The student was reported as overdue at 1615. Five aircraft were launched to search for the overdue airplane at 1640. The Maricopa County Sheriff Department helicopter located the wreckage on February 2 at 0040 in flat desert terrain 12.5 miles south-southeast of the Buckeye Airport.

Radar data depicted the accident airplane departing Buckeye airport to the south in a steady climb; about 120 knots ground speed. Approximately 5 miles south of Buckeye airport the airplane track turns to the east-southeast and continues to climb to 4,500 feet, then immediately starts a descent from 4,500 feet. Radar recorded the start of the descent at 1503:54. Between 1504:14 and 1504:24, a United States Air Force F-16C crosses in front of the accident airplane traveling from south-to-north, at 358 knots ground speed, and between 4,600 and 4,500 feet. The minimum lateral separation between the airplanes was about 0.3 miles, and vertical separation was about 400 feet. Radar continued to track the accident airplane in an increasingly rapid and steep descent in the east-southeast direction. The last radar return was at 1504:44, and was in the vicinity of the accident site. The F-16 continued its track northbound on a gradual descent into Luke Air Force Base.

1.5 PERSONNEL INFORMATION

A review of Federal Aviation Administration (FAA) airman records revealed that the pilot held a student pilot certificate. The certificate was endorsed on January 12, 2006, by a CFI for solo flight in a F33A. The pilot held a third-class medical certificate dated March 1, 2005, with no limitations or restrictions.

An examination of the student pilot's logbook revealed that she had flown 32 times in the last 54 days, accumulating 48.4 hours of flight time; 42.6 hours of that time was documented as dual instruction. She had logged 5.8 solo hours. She had flown each of the previous 2 days prior to the accident. The ATCA training records document that she flew 16 days out of the available 21 flying days for the month of January.

Statements from colleagues of the student pilot indicate that she went to bed around 2130 on January 31 and rose at 0700 the morning of February 1. She had eaten a light breakfast of juice, toast, and jam. She had been scheduled for a cross-country flight, but at 1000 was informed that her instructor had cancelled the flight, and that she would fly a solo flight at 1400 instead. It could not be determined if she had eaten anything between breakfast and her solo flight.

1.6 AIRCRAFT INFORMATION

The Beechcraft F33A is a single engine, 4-passenger, low-wing airplane with retractable landing gear. The airplane was powered by a Teledyne Continental IO-520-BB(65), 6-cylinder, reciprocating engine. A review of the airplane's maintenance logbook revealed that the plane had 18,602.6 hours of total time, the engine had approximately 1,601 hours of total time, and the airplane had completed a progressive-six inspection on January 31, 2006. The progressive-six inspection checklist, included in the maintenance records, documents routine engine maintenance, and a detailed inspection of the landing gear.

The airplane had a Ryan TCAD 9900BX (traffic/collision alerting device) system installed. The system computes relative altitude, range, and bearing of nearby transponder-equipped aircraft. Aircraft with non-mode C transponders can provide range and bearing information. The Model 9900BX does not detect aircraft without operating transponders.

1.7 METEOROLOGICAL INFORMATION

Weather METAR data recorded at the Goodyear airport (KGYR) on February 1, 2006, at 1457, documented winds were variable at 5 knots; 20 statute mile surface visibility; and few clouds at 25,000 feet.

The position of the sun was calculated using a computer Sun & Moon Information program based on the following position, date, and time information; 33 degrees 16 minutes north latitude by 112 degrees 35 minutes west longitude, February 1, 2006, 1500, and altitude of 4,500 feet msl. The calculated magnetic bearing to the sun was 204.2 degrees, and its altitude was 31.3 degrees above the horizon. A sun line was plotted against the radar track of the airplane. The plot illustrates that the sun would have been directly off the right wing of the F33A; 31 degrees above the horizon at the time the F-16C crossed in front of the student's airplane.

The sun line plot is included in the official docket of this investigation.

1.9 COMMUNICATIONS

The Beech F33A was operating in class E airspace and was not in contact with any ATC services. The radar data shows that the F33A was squawking 1200 code.

The F-16C, call sign Stalk-1, squawking 4255, was in communications with Luke Radar Approach Control (RAPCON) during its transit from the south to Luke AFB. The 56th OSS provided a transcript of the Luke RAPCON communications recording that involved Stalk-1 on frequency 125.45 MHz (primary) and 263.125 MHz (secondary), from 1500:17 to 1505:43. At 1502:51, RAPCON informed Stalk-1 of two targets: one at 1 o'clock and 5 miles same direction, altitude indicated 3,400 feet; and the other target was at 11 o'clock, 7 miles opposite direction, 3,900 feet (this target was the student pilot's airplane). Stalk-1 replied that he would descend to 4,500 feet. At 1503:52, RAPCON identified traffic for Stalk-1 at 11 o'clock, 2 miles, eastbound, altitude indicated 4,500 feet. At 1503:58, Stalk 1 responded that he had the traffic in sight.

The entire transcript is included in the official docket of this investigation.

1.11 FLIGHT RECORDERS

F16 Head-Up Display (HUD) Tape

The National Transporation Safety Board investigator viewed the HUD tape of the F-16C that crossed the path of the accident airplane. The accident aircraft never comes into view on the recording. All times are UTC in reference to the times recorded on the HUD tape. At 2203:46, the altitude was 4,810 feet, speed was 325 knots, and heading was 008 degrees; the altitude readout showed a shallow descent. At 2204:00, the video displayed 4,750 feet, 317 knots, heading 010; a voice states that Stalk-1 has traffic 11 o'clock, 2 miles, eastbound at 4,500 feet. The pilot reports that he has traffic in sight. At 2204:10, the video displayed 4,680 feet, 312 knots, heading 012; a voice states the Stalk-1 has traffic at 1 o'clock, same direction, 2 miles, 2,800 feet. The pilot reports traffic in sight and rocked his wings twice. At 2204:27, the tape reads a descent in altitude and the pilot is setting up for his approach into Luke AFB.

1.12 WRECKAGE AND IMPACT INFORMATION

The wreckage was located in flat desert terrain in a shallow dry streambed 33 degrees 16.106 minutes north latitude and 112 degrees 35.443 minutes west longitude, at an elevation of 1,003 feet mean sea level (msl). The initial point of impact was identified by pieces of green glass lens fragments at the tip of an 8-inch-wide strip of disturbed earth. The main line of debris was distributed on a bearing of 148 degrees magnetic for about 150 feet. A second line of minor debris, mostly fragments from the right wing, ran along a bearing of 098 degrees.

The impression on the ground consisted of a narrow strip of disturbed earth running for 17 feet and gradually widening from 8 inches to about 1 foot. It then opened up to a circular pit 10 feet in diameter and 4 feet deep. At the approximate center of the pit the propeller was found with fragments of wing fuel bladder, engine magneto, and nose gear. On the southeastern edge, outside the pit, was the Continental IO-520 engine, which had been separated from the airframe. Thirty-three feet down the 148-bearing line from the engine was the main fuselage, tail, and landing gear. Continuing down the 148-bearing line for another 90 feet, sections of the left wing were distributed. Extending 55 feet along a 098-bearing line from the center of the pit were skin sections and fragments of the right wing.

The wreckage was recovered, taken to a facility in Phoenix, and examined by safety investigators from Beechcraft, Teledyne Continental Motors, Airline Training Center Arizona, and the United States Air Force, under the supervision of the Safety Board investigator-in-charge (IIC).

The left and right aileron cable connections on each bell crank were separated at the bell crank connection. The aileron cables were traced to the cockpit; one side exhibited a broomstrawed end consistent with overload, the other end was detached from the sprocket chain. About 12 inches of the left aileron cable and the sprocket at the firewall were not located. A short length of aileron sprocket chain was located in the firewall area that was still attached to the engine. The elevator cable was traced from the elevator bell crank to the cockpit; the arm of the bell crank was broken off. The cable exhibited a broomstrawed end on the counter balance side. Continuity was established between the rudder push-pull tubes in the co...