Under an FAA cost-cutting proposal, certain ILS approaches, localizer-type directional aids, microwave landing systems and nondirectional beacons at some 25 U.S. airports would no longer be monitored by ATC or FSS due to their low annual activity or because they are not authorized for alternate airport filing when the control tower is closed. It will therefore be up to pilots to report signal discrepancies to the FAA.
Under an FAA proposal, certain ILS approaches, localizer-type directional aids (LDA), microwave landing systems (MLS) and nondirectional beacons (NDB) at some 25 U.S. airports would become unmonitored by ATC or FSS facilities due to their low annual activity or the fact they are not authorized for alternate airport filing when the control tower is closed.
The Citation 560 (N86CE) crash in Carlsbad, Calif., on January 24 apparently followed an “attempted aborted landing” on Runway 24 at McClellan-Palomar Airport, according to the NTSB’s preliminary report. The two pilots and two passengers were killed. Approaching at a much higher than normal speed, the Citation touched down more than 1,500 feet down the 4,900-foot-long runway. The thrust reversers were deployed, then stowed.
The NTSB in its final report released this morning said the crew of a Hendrick Motorsports King Air 200 lost situational awareness and overflew Martinsville/Blue Ridge Airport, Va., before crashing on Oct. 24, 2004. IMC prevailed and the turboprop twin had been cleared for the Localizer Runway 30 approach.
While ILS Cat I equivalency has been on FAA’s wide-area augmentation system agenda for many years, the agency’s recent announcement that it is lowering WAAS minimums was actually the starting gun for several activities required before private aircraft can execute 200-foot approaches beginning in mid-2007.
Cessna CitationJet CJ2 525A, Newnan, Ga., July 15, 2005–The NTSB said the CitationJet’s collision with a localizer antenna was caused by the pilot’s delay in aborting the landing and his failure to maintain obstacle clearance. The Safety Board listed as contributing factors hydroplaning and the localizer antenna.
The UK Air Accidents Investigation Branch cited pilot disorientation, combined with limited instrument flying experience, as the most likely cause of the March 1, 2003, crash of Agusta A109E G-PWER at Bour-nemouth, England. The accident took the lives of the ALTP-rated pilot and his passenger.
Beech King Air B200, Morlan, Ga., Dec. 4, 2003–The Southeastern Air Charter King Air crashed on a localizer approach to Runway 32 at the Newnan Coweta County Airport. IMC prevailed and an IFR flight plan was filed. The 1,488-hour commercial pilot and ATP-rated copilot were killed and the airplane suffered substantial damage, including a post-crash fire. The repositioning flight came from Douglas, Ga.
Bringing new meaning to “crash ’n’ dash,” a Boeing 737 suffered damage during a go-around at the attempted conclusion of a night freight flight from Liege, Belgium, to London Stansted on June 15. The airplane was operated by TNT.
- Page 5