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    Air Crash Investigations - The Crash Of Embraer 500 (N100EQ) Gaithersburg, Maryland
    Air Crash Investigations - The Crash Of Embraer 500 (N100EQ) Gaithersburg, Maryland
    Air Crash Investigations - The Crash Of Embraer 500 (N100EQ) Gaithersburg, Maryland
    Ebook103 pages1 hour

    Air Crash Investigations - The Crash Of Embraer 500 (N100EQ) Gaithersburg, Maryland

    By Dirk Jan Barreveld

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    About this ebook

    On December 8, 2014, an Embraer EMB-500 airplane (marketed as the Phenom 100), N100EQ, crashed while on approach to runway 14 at Montgomery County Airpark (GAI), Gaithersburg, Maryland. The airplane impacted three houses and the ground about 3/4 mile from the approach end of the runway. The pilot, the two passengers, and the three people in the house died as a result of the accident. The airplane was destroyed by impact forces and postcrash fire.
    The NTSB determines that the probable cause of this accident was the pilot’s conduct of an approach in structural icing conditions without turning on the airplane’s wing and horizontal stabilizer deice system, leading to ice accumulation on those surfaces, and without using the appropriate landing performance speeds for the weather conditions and airplane weight, as indicated in the airplane’s standard operating procedures, which together resulted in an aerodynamic stall at an altitude at which a recovery was not possible.
    LanguageEnglish
    PublisherLulu.com
    Release dateFeb 9, 2018
    ISBN9781387582525
    Air Crash Investigations - The Crash Of Embraer 500 (N100EQ) Gaithersburg, Maryland

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      Book preview

      Air Crash Investigations - The Crash Of Embraer 500 (N100EQ) Gaithersburg, Maryland - Dirk Jan Barreveld

      Air Crash Investigations - The Crash Of Embraer 500 (N100EQ) Gaithersburg, Maryland

      AIR CRASH INVESTIGATIONS

      Over the last decades flying has become an every day event, there is nothing special about it anymore. Safety has increased tremendously, but unfortunately accidents still happen. Every accident is a source for improvement. It is therefore essential that the precise cause or probable cause of accidents is as widely known as possible. It can not only take away fear for flying but it can also make passengers aware of unusual things during a flight and so play a role in preventing accidents.

      Air Crash Investigation Reports are published by official government entities and can in principle usually be down loaded from the websites of these entities. It is however not always easy, certainly not by foreign countries, to locate the report someone is looking for. Often the reports are accompanied by numerous extensive and very technical specifications and appendices and therefore not easy readable. In this series we have streamlined the reports of a number of important accidents in aviation without compromising in any way the content of the reports in order to make the issue at stake more easily accessible for a wider public.

      An e-Book is different from a printed book. Especially tables, graphs, maps, foot and end notes and images are sometimes too complicated to be reproduced properly in an e-Book. For those who are interested in the full details of the story we refer to the printed edition of this publication.

      Dirk Jan Barreveld, editor.

      STALL AND LOSS OF CONTROL DURING APPROACH EMBRAER EMB-500, MARYLAND

      STALL AND LOSS OF CONTROL DURING APPROACH EMBRAER EMB-500, MARYLAND

      On December 8, 2014, an Embraer EMB-500 airplane crashed while on approach to runway 14 at Montgomery County Airpark, Gaithersburg, Maryland. The airplane impacted three houses. The pilot, the two passengers, and the three people in one of the houses died as a result of the accident. The airplane was destroyed.

      Accident Report NTSB/AAR-16/01 PB2016-103251; June 7, 2016

      All Rights Reserved © by Foundation Sagip Kabayan

      sagipkabayan@yahoo.com

      No part of this book may be reproduced or transmitted in any form or by any means, graphic, electronic, or mechanical, including photocopying, recording, taping, or by any information storage retrieval system, without the permission in writing from the publisher.

      Dirk Jan Barreveld, editor

      ISBN: 978-1-387-58252-5

      Table of Content

      AIR CRASH INVESTIGATIONS- STALL AND LOSS OF CONTROL DURING APPROACH EMBRAER EMB-500, MARYLAND

      Title Page

      Copyright Page

      Table of Contents

      Executive Summary

      Chapter 1: History of the flight

      Chapter 2: Additional Information

      Chapter 3: Analysis

      Chapter 4: Conclusions

      Chapter 5: Recommendations

      Other Air Crash Investigations

      EXECUTIVE SUMMARY

      On December 8, 2014, about 1041 eastern standard time, an Embraer EMB-500 airplane (marketed as the Phenom 100), N100EQ, registered to and operated by Sage Aviation LLC, crashed while on approach to runway 14 at Montgomery County Airpark (GAI), Gaithersburg, Maryland. The airplane impacted three houses and the ground about 3/4 mile from the approach end of the runway. A postcrash fire involving the airplane and one of the three houses, which contained three occupants, ensued. The pilot, the two passengers, and the three people in the house died as a result of the accident. The airplane was destroyed by impact forces and postcrash fire. The flight was operating on an instrument flight rules flight plan under the provisions of 14 Code of Federal Regulations (CFR) Part 91. Visual meteorological conditions prevailed at the time of the accident.

      Data from the airplane’s cockpit voice and data recorder (CVDR) indicated that the takeoff about 0945 from Horace Williams Airport, Chapel Hill, North Carolina, and the cruise portion of the flight were uneventful.(1) CVDR data showed that about 15 minutes after takeoff, the passenger in the right cockpit seat made a statement that the airplane was in the clouds. A few seconds later, the airplane’s engine anti-ice system and the wing and horizontal stabilizer deice system were manually activated for about 2 minutes before they were manually turned off. About 6 minutes later, a recording from the automated weather observing system (AWOS) at GAI began transmitting over the pilot’s audio channel, containing sufficient information to indicate that conditions were conducive to icing during the approach to GAI.(2) The CVDR recorded no activity or faults during the rest of the flight for either ice protection system, indicating that the pilot did not turn the systems back on.

      Before the airplane descended through 10,000 ft, in keeping with procedures in the EMB-500 Pilot Operating Handbook, the pilot was expected to perform the Descent checklist items in the Quick Reference Handbook (QRH), which the pilot should have had available in the airplane during the flight.(3) Based on the AWOS-reported weather conditions, the pilot should have performed the Descent checklist items that appeared in the Normal Icing Conditions checklist, which included turning on the engine anti-ice and wing and horizontal stabilizer deice systems. That action, in turn, would require the pilot to use landing distance performance data that take into account the deice system’s activation.

      CVDR data show that, before beginning the descent, the pilot set the landing reference (Vref) speed at 92 knots, indicating that he used performance data for operation with the wing and horizontal stabilizer deice system turned off and an airplane landing weight less than the airplane’s actual weight.(4) Using the appropriate Normal Icing Conditions checklist and accurate airplane weight, the pilot should have flown the approach at 126 knots (a Vref of 121 knots +5 knots) to account for the icing conditions.

      The NTSB’s investigation found that the pilot’s failure to use the wing and horizontal stabilizer deice system during the approach (even after acknowledging the right seat passenger’s observation that it was snowing when the airplane was about 2.8 nautical miles from GAI) led to ice accumulation, an aerodynamic stall at a higher airspeed than would occur without ice accumulation, and the occurrence of the stall before the aural stall warning sounded or the stick pusher activated.(5) Because the deice system was not activated by the pilot before landing, the band indications (low speed awareness) on the airspeed display did not appropriately indicate the stall warning speed. The NTSB’s aircraft performance study found that there would have been sufficient warning of an aerodynamic stall had the wing and horizontal stabilizer deice system been used during the approach.(6) Once the airplane stalled, its

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