# NTSB NYC02FA142: Beech C24R, N18860, Grindstone, PA, July 18, 2002 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: July 18, 2002, 18:42 local (22:42 UTC) - Place: Grindstone, PA - Coordinates: 40.033889, -79.806114 - Nearby events: https://openairdocs.org/map.md?lat=40.0339&lon=-79.8061&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report September 30, 2003 - Report: Approved by Office Director - NTSB case key (mKey): 55244 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC02FA142 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/55244/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=55244 - Page: https://openairdocs.org/ntsb/NYC02FA142 ## Probable cause The pilot's inadequate in-flight planning/decision resulting in flight into adverse weather, and his failure to maintain aircraft control resulting in overstress of aircraft. A factor was the thunderstorm activity. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight encounter with weather, cruise - weather condition - thunderstorm,outflow (contributing factor) - in-flight planning/decision - improper, pilot in command (cause) - flight into known adverse weather, pilot in command (cause) - Loss of control - in flight, maneuvering - aircraft control - not maintained, pilot in command - Airframe/component/system failure/malfunction, descent - uncontrolled - flight control surfaces/attachments - overload ## Analysis The pilot was diverting around thunderstorm activity and had reported experiencing "severe turbulence." About 4 minutes later, the airplane began a descending left turn from about 4,700 feet. The airplane was observed at 4,400 feet and then 9 seconds later the airplane disappeared from radar, at an altitude of 3,100 feet. Witnesses reported observing parts separating from the airplane, prior to impact. Examination of the wreckage, which was scattered about 1/2 mile, did not reveal any pre-impact malfunctions. Convective Sigmets and a center weather advisory for thunderstorm activity were in effect for the area and provided to the pilot by air traffic control. Cloud tops in the area of the accident site were about 26,000 feet, with cloud tops about 40,000 feet, 11 miles north of the accident site. ## Factual narrative HISTORY OF FLIGHT On July 18, 2002, about 1842 eastern daylight time, a Beech C24R, N18860, was destroyed during an in-flight break up and subsequent collision with terrain in Grindstone, Pennsylvania. The certificated commercial pilot and passenger were fatally injured. Instrument meteorological conditions prevailed and an instrument flight rules (IFR) flight plan had been filed for the flight that departed the Lawrence Municipal Airport (LWM), Lawrence, Massachusetts, and was destined for the Washington County Airport (AFJ), Washington, Pennsylvania. The personal flight was conducted under 14 CFR Part 91. According to information received from the Federal Aviation Administration (FAA), at 1317, the pilot contacted the Bridgeport Automated Flight Service Station (AFSS), and received a weather briefing for the flight. Visual meteorological conditions were reported for the area around Pittsburgh, Pennsylvania; however, conditions were expected to deteriorate with thunderstorm activity forecasted about the pilot's estimated time of arrival at AFJ. The pilot departed LWM about 1450. At 1800, air traffic control (ATC) provided the pilot with advisory information regarding convective Significant Meteorological Advisories (SIGMETs), and a Center Weather Advisory for widely scattered level three to five thunderstorms and isolated level six thunderstorms. At 1828, the airplane was descending from 7,000 to 5,000 feet on an assigned heading of 265 degrees. Pittsburgh ATC then advised the pilot of "...some level five weather at your uh twelve o’clock and five miles..." The pilot acknowledged, and reported observing lightning ahead. At 1832, the pilot asked if his position was far enough south to turn towards AFJ without going through the weather and ATC advised the pilot that a right turn direct to AFJ would position the airplane about 2 miles south of the weather. The pilot then indicated he was turning toward AFJ. At 1834:37, the pilot stated "we hit some severe turbulence" and deviated to the south. At 1838:39, the controller advised, "it looks like you can uh I don't know if your gonna get to uh washington before the weather hits but for now a heading of two eight zero should keep you clear of all the weather i'm showing." The pilot acknowledged and reported he was deviating south again because "we hit another patch of severe turbulence." There were no further radio communications from the pilot. Radar data indicated that the airplane continued on a westerly flight path for approximately 4 minutes. During that time, the airplane's altitude remained constant at 4,700 feet. At 1842:20, the airplane began a descending left turn. At 1842:25, radar data indicated the airplane was at 4,400 feet. The last radar target was observed 9 seconds later, at an altitude of 3,100 feet. A witness who lived less than 1/4 mile from the accident site stated he was in his driveway when he heard the sound of an airplane engine, he described as "revving up." When he looked up he saw "lots of parts falling from the clouds." The engine noise continued for 3 to 5 seconds and he then heard a loud "thud." The witness further described the engine noise as "running pretty smooth." He also stated he observed "really black clouds" in the area; however, he did not see any lightning or hear any thunder. Another witness who lived less than a 1/4 mile from the accident site stated she heard the sound of an airplane in the distance that was "getting closer at a rapid speed." She went outside and observed an airplane nose down descending toward the trees. She further said "it looked like [the airplane] pulled back up, skidded off the tree tops, and pieces started falling off it." She said the airplane's left wing was missing and she was not certain if the right wing was still present. The airplane then descended nose down, behind trees. The accident occurred during the hours of daylight approximately 40 degrees, 2 minutes north latitude, and 79 degrees, 48 minutes west longitude. PERSONNEL INFORMATION The pilot held a commercial pilot certificate with a single and multiengine land airplane rating. He was also instrument rated. In addition, the pilot held a certified flight instructor certificate with instrument, single and multiengine airplane privileges. Review of the pilot's logbook revealed he had accumulated approximately 4,312 hours of total flight experience, which included about 4,150 hours in single engine airplanes. He had logged approximately 243 and 217 hours of flight experience as actual and simulated instrument flight time, respectively. The pilot's most recent biannual flight review was on May 20, 2002. He was an active flight instructor and had logged about 165 hours of total flight experience during the 12 months preceding the accident, which included about 10 hours logged as actual or simulated instrument flight experience. The pilot's most recent FAA second class medical certificate was issued on January 11, 2002. AIRCRAFT INFORMATION Review of maintenance records revealed the airplane had been operated for about 60 hours since its most recent annual inspection, which was performed on May 10, 2002. The airplane's most recent pitot static system check was performed on June 27, 2001. The airplane was owned and operated by a local flying club. It was flown the day prior to the accident on a 2.3 hour IFR training flight. According to the pilot of that flight, the flight was conducted in visual flight rules and he did not experience or note any mechanical problems with airplane. METEOROLOGICAL INFORMATION A weather observation taken at AFJ, at 1855, reported: winds from 330 degrees at 12 knots, with 17 knot gusts; visibility 2 statue miles with thunderstorm activity, scattered clouds at 200 feet, ceiling 2,000 feet broken, 3,300 feet overcast; temperature 23 degrees C; dew point 19 degrees C; altimeter 29.98 in/hg. Geostationary Operational Environmental Satellite (GOES) 8 imagery revealed that at 1832, the radiative temperature at the accident site corresponded with cloud tops at 8,100 feet. At 1840 the radiative temperature corresponded with cloud tops at 24,400 feet, followed by 26,300 feet, at 1845. Radiative temperatures observed 11 miles north of the accident site indicated cloud tops at 39,800 feet. The following weather advisories encompassed the accident site area: Convective Sigmet 38E, was valid from 1655 until 1855 and advised of a line of thunderstorms 30 nautical miles wide moving from 300 degrees at 20 knots, with tops to flight level 420 (42,000 feet). Convective Sigmet 44E, was valid from 1755 until 1955, and advised of an area of thunderstorms moving from 300 degrees at 20 knots, with tops to flight level 420 (42,000 feet). A Center Weather Advisory valid from 1750 until 1950, advised of widely scattered level 3 to 5 thunderstorms, and isolated embedded level 6 thunderstorms, with moderate rain and cloud tops from flight level 400 (40,000 feet) to flight level 480 (48,000 feet.) Moving from 300 degrees at 20 knots. WRECKAGE AND IMPACT INFORMATION The airplane wreckage was located about 27 miles east-southeast of AFJ, and was scattered over the ground about 1/2 mile on a heading of about 120 degrees. The main wreckage was found inverted in a wooded area adjacent to a house. The rudder was separated from the vertical stabilizer at the hinge points and was found in the impact crater. The airplane's left and right horizontal stabilizers, right wing, and a portion of the left wing were missing from the main wreckage area. The first component recovered on the debris path was the left horizontal stabilizer, followed by the outboard 81 inches of the left wing, the right wing flap and aileron, and the right wing from root to tip, which was found about 1/4 mile north-northwest of the main wreckage. The airplane's right horizontal stabilizer ## Aircraft - Registration: [N18860](https://openairdocs.org/deregistered/N18860-2003-11-08), registration cancelled 2003-11-08, S/N MC-512, built 1977 (OpenAirDocs) - Reported make and model: Beech C24R - Registry model: [Beech C24R](https://openairdocs.org/model/beech-c24r) (registry code 1151254) (OpenAirDocs) - Registry engine: [Lycoming I0360 series](https://openairdocs.org/engine/lycoming-i0360-series) (registry code 41515, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: MC-512 - Airframe hours: 3490 - Engines: Lycoming IO-360-A1B66 200 horsepower reciprocating - Damage: Destroyed - Flight: Personal, Part 91 - Registered owner: Raytheon Employees Flying Club - Airworthiness certificate: Standard, Normal - Last inspection: Annual, May 20, 2001, 60 hours before - Departed: LWM, LAWRENCE, MA - Destination: AFJ, WASHINGTON, PA - Flight plan: IFR - Airport: AFJ, Washington County ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 59; injuries: fatal; commercial, flight instructor; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; last flight review May 20, 2002; seat: left; toxicology performed; flight hours: 4,312 total, 4,022 as pilot in command, 42 in the last 90 days, 15 in the last 30 days, 0 in the last 24 hours ## Weather - Conditions: Instrument (IMC), Day - Wind: 330° at 12 knots, gusting 17 - Visibility: 2 statute miles - Lowest ceiling: 2,000 ft broken - Temperature: 73 °F, dew point 66 °F - Altimeter: 29.97 inHg - Observed at: AFJ, 27 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20020718016749A](https://openairdocs.org/incident/20020718016749A), Jul 18, 2002: Beech C24R, Grindstone, PA, No damage, 2 fatal. (-23) Pilot was diverting around thunderstorms. Pilot reported severe turbulence. ATC advised pilot of a cell at 12:00 o'clock position and suggested a heading… ## Docket (14 files) The files NTSB released with the investigation on July 3, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=55244. 25.4 MB in all. - Meteorology 5 - Factual Report of Meteorological Specialist (item 1, .PDF, 12.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40166725&FileExtension=.PDF&FileName=Meteorology%205%20-%20Factual%20Report%20of%20Meteorological%20Specialist-Master.PDF - Witness and Personnel Statements (item 2, .PDF, 462 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464666&FileExtension=.PDF&FileName=Witness%20and%20Personnel%20Statements-Master.PDF - Air Traffic Control Summary and Transcript (item 3, .PDF, 537 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464667&FileExtension=.PDF&FileName=Air%20Traffic%20Control%20Summary%20and%20Transcript-Master.PDF - Airplane Radar Track (item 4, .PDF, 390 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40181000&FileExtension=.PDF&FileName=Airplane%20Radar%20Track-Master.PDF - Pilot's Logbook (excerpts) (item 5, .PDF, 6.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464668&FileExtension=.PDF&FileName=Pilot%27s%20Logbook%20(excerpts)-Master.PDF - Maintenance Records (excerpts) (item 6, .PDF, 751 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464669&FileExtension=.PDF&FileName=Maintenance%20Records%20(excerpts)-Master.PDF - Re-fueling Receipt (item 7, .PDF, 134 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40181002&FileExtension=.PDF&FileName=Re-fueling%20Receipt-Master.PDF - Toxicological Report (item 8, .PDF, 80 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464670&FileExtension=.PDF&FileName=Toxicological%20Report-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 9, .PDF, 94 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464671&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Master.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 10, .PDF, 62 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40464672&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Master.PDF - Photograph # 1: View of Main Wreckage (item 11, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40181014&FileExtension=.PDF&FileName=Photograph%20%23%201%3A%20View%20of%20Main%20Wreckage-Master.PDF - Photograph # 2: View of Right Wing (item 12, .PDF, 984 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40181015&FileExtension=.PDF&FileName=Photograph%20%23%202%3A%20View%20of%20Right%20Wing-Master.PDF - Photograph # 3: View of Propeller Blade “A” (item 13, .PDF, 916 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40181016&FileExtension=.PDF&FileName=Photograph%20%23%203%3A%20View%20of%20Propeller%20Blade%20%E2%80%9CA%E2%80%9D-Master.PDF - Photograph # 4: View of Propeller Blade “B” (item 14, .PDF, 875 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40181017&FileExtension=.PDF&FileName=Photograph%20%23%204%3A%20View%20of%20Propeller%20Blade%20%E2%80%9CB%E2%80%9D-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.