N888WD

HISTORY OF FLIGHT

On September 10, 2009, about 1415 eastern daylight time, a Hawker Beechcraft Corporation A36, N888WD, registered to a private individual, collided with trees then terrain in a residential area near Flat Rock, North Carolina. Instrument meteorological conditions prevailed at the time and no flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 personal, local flight, from Asheville Regional Airport (AVL), Asheville, North Carolina. The airplane sustained substantial damage and the private pilot, the sole occupant, was killed. The flight originated from AVL about 1403.

According to a transcription of communications with AVL Air Traffic Control Tower ATCT), the pilot established contact with the local control position and advised the controller that he had automated terminal information service (ATIS) victor, with intention of flying locally and to execute, “…some approaches….” The controller questioned the pilot as to what type of approaches, to which he replied that he was not interested in, “…doing any ILS approaches….” He also advised the controller that he wanted to perform landings and fly towards Hendersonville, North Carolina, then return to AVL. The controller cleared the pilot to taxi to runway 34, and confirmed that ATIS information victor was current. The controller then questioned the pilot to verify his flight intentions and he replied that after takeoff he intended to fly towards Hendersonville and fly around there for approximately 10 to 15 minutes, then return to AVL and land. The controller provided the pilot with departure instructions including the departure frequency (124.65 MHz) and transponder code (0210). The flight was cleared for takeoff about 1403, and the pilot was instructed to fly left pattern at or below 3,600 feet and advised the wind was calm. The pilot initially responded acknowledging the altitude but then questioned the controller if he could fly at 3,000 feet. The controller approved the pilot’s request to fly at or below 3,600 feet. The pilot then advised the controller that he intended on extending the downwind leg, would be proceeding towards Hendersonville, and the flight was departing the traffic pattern. The controller twice provided a traffic alert to the pilot, and after the second alert the pilot responded that the traffic was not in sight.

Air Traffic Control communications were transferred to the AVL Approach Control Radar East position, which the pilot acknowledged. The transcription of communications with AVL ATCT further indicates at about 1407, the pilot contacted the AVL Approach Control Radar East position controller and advised that he was at 3,100 feet. The flight was radar identified and the pilot was instructed to maintain VFR and to turn left heading 090 degrees for a vector across final for Hendersonville. The pilot acknowledged the heading, and about 1 minute 11 seconds later the approach controller advised the pilot to resume his own navigation on course towards Hendersonville and to report that airport in sight. The pilot responded that he was flying around the city and was going to, “…stay under these clouds if I can”; the controller did not reply. About 1 minute 5 seconds later the pilot contacted the AVL Approach Control Radar East position and advised the controller that he was ready to return to AVL. The controller advised the pilot to fly heading 150 degrees for a vector for landing sequence, which he read back the heading. The Safety Board ATC Factual Report which contains a plot of radar targets reflects the airplane flying in a southeasterly direction consistent with the vector by the controller.

The transcription of communications with AVL ATCT further indicates that controller then instructed the pilot to fly heading 250, which was consistent with the heading depicted in the radar plot contained in the ATC Factual Report. At 1413:11, the transcription of communications indicates the controller instructed the pilot to, “…turn right heading 340…” and to advise when AVL was in sight. The pilot acknowledged the vector by reading back 340 but did not report the airport in sight. The radar plot contained in the Safety Board ATC Factual Report reflects that about the time the controller instructed the pilot to fly heading 340 degrees, the airplane was flying at 3,000 feet mean sea level, and was flying in a northwesterly direction. The radar plot also reflects that for the last 5 radar returns the airplane turned slightly to the left. The last radar return at 1414:15, indicates the airplane was at 3,100 feet msl, and located at 35 degrees 15.224 minutes North latitude and 082 degrees 27.7188 minutes West longitude.

A controller turnover briefing occurred shortly after the pilot acknowledged the 340 degree heading. The transcription of communications indicates that during the controller turnover briefing, the incoming controller was advised that runway 34 was the active runway with ILS approaches being conducted. The incoming controller was advised that the pilot was advised to fly heading 340 degrees and to report AVL in sight. About 1 minute 8 seconds after the start of the turnover briefing, the new controller questioned on the frequency whether the pilot was capable of tracking the localizer, and also asked him to say the airplane’s current heading; the pilot did not respond to either question. The controller then enlisted the aid of the pilot of another airplane to attempt to communicate with the accident pilot but he did not respond. At 1416:11, the controller advised the pilot that radar contact was lost about a mile west of the broad river radio beacon, or ten miles south of AVL. The controller attempted to communicate with the pilot on the guard frequency (121.5 MHz) but there also was no reply. Personnel of a fixed base operator at Hendersonville were contacted by the AVL ATCT to determine if the airplane had landed there. The individual reported the airplane was not on their ramp.

An individual who was outside of his residence which was approximately 729 feet east-northeast from the accident site reported hearing a very loud constant engine sound with no variations in rpm which lasted for approximately 4 seconds. He then heard a loud boom type sound and called 911. He reported that at the time of the accident there was fog in the area.

The Fire Chief from the Blue Ridge Fire and Rescue who responded to the scene also reported fog.

PERSONNEL INFORMATION

The pilot, age 65 held a private pilot certificate with airplane single engine land, and instrument airplane ratings issued February 17, 1977, and held a third class medical certificate with a limitation to have available glasses for near vision issued April 30, 2008.

Review of his third and fourth pilot logbooks which contains entries from April 12, 1992, to the last complete entry in the fourth logbook (October 2008) revealed he logged a total flight time of approximately 2,220 hours. His last logged simulated instrument flight consisting of 1.3 hours occurred on April 29, 2008, which was the date of his last flight review in accordance with 14 CFR Part 61.56(a). His last logged actual instrument flight consisting of 6/10 of an hour occurred in October 2008.

AIRCRAFT INFORMATION

The airplane was manufactured in March 1996 by Beech Aircraft Corporation as model A36, and was designated serial number E-3004. It was powered by a 300 horsepower Teledyne Continental Motors IO-550-B engine and equipped with a McCauley D3A32C409-C three-bladed constant speed propeller.

The airplane was equipped with a Honeywell (formerly King Radio Corporation) KFC 150 series two-axis (pitch and roll) autopilot control system. The system incorporates electric pitch trim which provides autotrim during autopilot operation, and manual electric pitch trim. Trim faults are visually and orally annunciated.

Review of the maintenance records revealed the last recorded annual inspection was signed off as being completed on July 13, 2009. The airplane hour meter reading at that time was recorded to be 1,239.4 hours; the hour meter reading at the time of the accident was 1241.4. The last test of the altimeter, altitude reporting, static system, and transponder were recorded as being completed on July 27, 2009.

METEOROLOGICAL INFORMATION

Automated terminal information service (ATIS) Victor was broadcast as: “Asheville Airport information Victor, time 1754 Zulu automated weather observation, wind one six zero at eight, visibility one zero, sky condition ceiling one thousand five hundred overcast, temperature one eight, dew point one five, altimeter three zero two five, ILS approaches in use, landing and departing runway three four, advise on initial contact you have information Victor.”

AIRPORT INFORMATION

The Asheville Airport is a combined terminal radar approach control (TRACON) and air traffic control tower (ATCT) FAA level 6 facility. The TRACON was comprised of two radar positions (radar east and radar west), and the flight data position which was located between the two radar positions.

The AVL airport has a single runway designated 16/34, which is 8,001 feet long by 150 feet wide. The AVL airport ATC facility is open from 0630 to 2300 daily. The Asheville airport is located in a valley surrounded by mountainous terrain and numerous minimum vectoring altitude (MVA) areas. With the exception of the approach corridors for runways 16/34, the MVA within Asheville’s approximately 40 mile diameter terminal area, was 4,200 feet and the highest was 8,200 feet. Field elevation was 2,165 feet.

Runway 34 is served by ILS, Localizer, or RNAV approaches. The localizer frequency is 110.5 MHz. The minimum altitude to maintain until glide slope intercept is 4,400 feet mean sea level (msl), and the altitude at the final approach fix is 3,700 feet msl. Runway 34 touchdown zone elevation is 2,140 feet msl.

The AVL Daily Record of Facility Operation Log for the accident date in...