ERA09LA444

After leveling off at 14,000 feet mean sea level the flightcrew allowed passenger beverage service to occur. Shortly thereafter the flightcrew noticed a layer of clouds ahead and asked air traffic control (ATC) if they could climb to stay above the clouds. The controller was unable to clear the airplane to climb due to traffic above. The captain informed the flight attendant (FA) who began beverage service to put the cart away and be seated due to anticipated turbulence. The flight entered a cloud layer and was then vectored by ATC 80 degrees to the right to a navigation fix. During the turn, the first officer noticed a small cell of precipitation directly ahead of their flight path. The first officer continued the turn 30 more degrees to avoid the cell but the flight encountered about 15 seconds of moderate turbulence. The beverage cart and the flight attendant became airborne, and when she landed she sustained compound fractures of her left tibia and fibula. She alerted the captain and two passengers assisted the injured FA by securing the beverage cart. The injured FA continued to make all required safety announcements. An emergency was declared with air traffic control and the flight proceeded to the destination and landed without further event. The FA was transported to a hospital for treatment. Postaccident operational testing of the weather radar system revealed it tested satisfactory.

HISTORY OF FLIGHT On August 5, 2009, about 2315 eastern daylight time, a Boeing of Canada/De Havilland Division DHC-8-311, N328EN, registered to Wells Fargo Bank, operated by Piedmont Airlines, Inc., as flight 4260, dba US Airways Express, experienced an in-flight encounter with turbulence when near Fayetteville, North Carolina. Instrument meteorological conditions prevailed in the area at the time and an instrument flight rules (IFR) flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 121 scheduled, domestic passenger flight from Charlotte/Douglas International Airport (CLT), Charlotte, North Carolina, to Coastal Carolina Regional Airport (EWN), New Bern, North Carolina. The airplane was not damaged and there were no injuries to the airline transport certificated captain, commercial certificated first officer, or 30 passengers. The sole flight attendant was seriously injured. The flight originated from CLT about 2301. The flightcrew stated that after leveling off at 14,000 feet mean sea level (msl), both conferred and it was decided to let the flight attendant begin beverage service. The flight continued and shortly afterwards they noticed a layer of clouds 10 miles ahead and they asked the air traffic controller if they could climb to 17,000 feet msl. The controller was unable due to another aircraft at 15,000 feet msl, and the captain asked the flight attendant (F/A) if she had the beverage cart out and she replied she did. The captain informed her to suspend beverage service due to potential incoming turbulence and to be seated. The airplane entered a cloud layer and the flighcrew was advised to turn right 80 degrees towards a navigation fix, which was performed with the autopilot engaged. After completing 60 degrees of the turn, the first officer (F/O) noticed a "small cell showing on the radar directly on aircraft path" and turned an additional 30 degrees to avoid the cell. The F/A stated that she began to put the beverage cart away as instructed by the captain and when she went to release the cart brake, the flight encountered turbulence which the flight crew later described as being moderate lasting approximately 15 seconds. The F/A reported she became airborne along with the cart and when she landed she heard a “crunch” type sound. She crawled to the intercom phone and alerted the captain that she thought she broke her ankle. Two passengers assisted the injured F/A by securing the beverage cart, and the F/A made all the required safety announcements. An emergency was declared with air traffic control and the flight proceeded to EWN and landed without further event. The F/A was transported to a hospital and was determined to have sustained compound fractures of her left tibia and fibula. METEOROLOGICAL INFORMATION A surface observation weather report taken at Charlotte/Douglas International Airport, Charlotte, North Carolina (NC), at 2252, or approximately 23 minutes before the accident indicates the visibility was 10statute miles, few clouds existed at 5,500 feet, broken clouds existed at 16,000 feet, and overcast clouds existed at 25,000 feet. The temperature and dew point were 23 and 19 degrees Celsius respectively, and the altimeter setting was 29.99 inches of Mercury (inHg). A surface observation weather report taken at Fayetteville Regional Airport/Grannis Field, Fayetteville, NC, at 2253, or approximately 22 minutes before the accident indicates the visibility was 10 statute miles, broken clouds existed at 2,400 and 5,500 feet. The temperature and dew point were 27 and 20 degrees Celsius respectively, and the altimeter setting was 29.97 inHg. COMMUNICATIONS The flightcrew was in contact with Washington Air Route Traffic Control Center. There was no reported communication difficulty. FLIGHT RECORDERS The airplane was equipped in part with a flight data recorder (FDR); however, it was not read-out by Safety Board personnel. TESTS AND RESEARCH Postaccident operational testing of the weather radar system was performed by company maintenance personnel in accordance with the airplane maintenance manual. The system operationally checked good.