# NTSB NYC96LA058: Beech 1900D, N159YV, Bradford, PA, February 7, 1996 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: February 7, 1996, 16:00 local (21:00 UTC) - Place: Bradford, PA - Coordinates: 41.959388, -78.640357 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=41.9594&lon=-78.6404&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 2 minor, 14 uninjured - Status: Completed, report August 20, 1996 - Report: Approved by Office Director - NTSB case key (mKey): 39146 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC96LA058 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/39146/pdf - Page: https://openairdocs.org/ntsb/NYC96LA058 ## Probable cause the pilot misjudged the flare during landing. Factors in the accident were: an improper recovery from a bounced landing, and the first officers lack of experience in this type operation. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Hard landing, landing - flare/touchdown - weather condition - gusts - weather condition - turbulence - weather condition - icing conditions - airspeed(vref) - not maintained, pilot in command - flare - misjudged, copilot/second pilot (cause) - recovery from bounced landing - improper, flightcrew (contributing factor) - lack of total experience in type operation, copilot/second pilot (contributing factor) - In flight collision with terrain/water, landing - flare/touchdown - terrain condition - ground ## Analysis The first officer (FO) was on the controls, and had completed the VOR-DME approach, which had been notamed 'out of service' at the time of the accident. A witness observed the airplane in a high flare above the runway threshold, watched it drop vertically, landing hard on the main landing gear, bounce and bank to the left. The left wing struck the runway, the airplane veered to the left, and departed the runway. The Digital Flight Data Recorder (DFDR) Study showed that while on approach, the airplane rolled approximately 20 degrees to the right. During this roll 'it appears that full power was applied to the engines.' The right engine reached full power about '2 seconds' before the left engine, and this occurrence was immediately followed by a 38 degree roll to the left and then a three-plus 'g' spike in the vertical acceleration when the wings became level again. According to the captain's statement, he took control of the airplane after it yawed from right to left. The flight initially touched down at 584 feet from the end of Runway 14, the left wing tip touched the pavement three separate times before the aircraft departed the runway at a 40 degree angle, traveling through rough terrain and coming to rest approximately 1148 feet from the point where it exited the runway. The FO's date of hire was 1/9/96, and this was her first line trip with the airline. ## Factual narrative On February 7, 1996, about 1600 eastern standard time, a Beech 1900D, N159YN, operated by Liberty Airlines (US Air Express), as Flight 5924 (ASH5924), collided with the ground while landing at the Bradford Airport, Bradford, Pennsylvania. The airplane received substantial damage. The crew of 2, and 12 passengers were not injured. Two passengers received minor injuries. Instrument meteorological conditions prevailed, and an IFR flight plan had been filed. The scheduled commuter flight had departed Pittsburgh, Pennsylvania, at 1510, en route to Bradford, and was being conducted in accordance with 14 CFR Part 135. The flight was despatched under the captain's authority. The first officer (FO) was on the controls, and had completed the VOR-DME approach, and landing on Runway 14 (6,499 feet long and 150 feet wide). A witness observed the airplane in a high flare above the runway threshold, watched it drop vertically, landing hard on the main landing gear, bounce and bank to the left. The left wing struck the runway, the airplane veered to the left, and departed the runway. According to the Cockpit Voice Recorder (CVR), upon initial contact with the Bradford Flight Service Station (FSS), at 1541:49, the Specialist advised the crew of N159YN, "...the Bradford VOR is still notamed (Notice to Airman) out of service...." At 1544:24, the captain said to the Cleveland Center Controller, "we'd like to do the arc runway actually VOR-DME one four [approach]." The controller asked, "...you say you want to do the VOR-DME one four," and the captain answered "yes sir VOR-DME...arc up there also." The controller had the flight descend to four thousand feet, join the arc, and report when established. A Digital Flight Data Recorder (DFDR) Study was conducted at the NTSB, Office of Research and Engineering, Washington, DC. According to the study, while on the approach, at an altitude approximately 147 feet above the airport elevation the flights speed was 106.45 knots, and increased to 111.25 knots at an altitude of approximately 70 feet above the airport elevation, and then decreased to 98.64 knots, until just prior to touchdown. The study further showed that the airplane rolled approximately 20 degrees to the right. During the roll "it appears that full power was applied to the engines." The right engine reached full power about "2 seconds" before the left engine. The study further states; "...this occurrence is immediately followed by a 38 degree roll to the left and then a three-plus "g" spike in the vertical acceleration when the wings become level again." According to the captain's statement, he took control of the airplane after it yawed from right to left. According to the FAA Inspector's statement the flight; "initially touched down at 584 feet from the end of Runway 14, the left wing tip touched the pavement three separate times before the aircraft departed the runway at a 40 degree angle, traveling through rough terrain and coming to rest approximately 1148 feet from the point where it exited the runway." The captain's date of hire was March 20, 1994, and he was upgraded to captain November 6, 1995. The FO's date of hire was January 9, 1996, and this was her first line trip with the airline. Meteorological information for Bradford is contained in this report under Weather Information. ## Aircraft - Registration: [N159YV](https://openairdocs.org/deregistered/N159YV-2013-09-24), registration cancelled 2013-09-24, S/N UE-159, built 1995 (OpenAirDocs) - Reported make and model: BEECH 1900D - Registry model: [Beech 1900D](https://openairdocs.org/model/beech-1900d) (registry code 1154162) (OpenAirDocs) - Registry engine: [Pratt & Whitney PT6A series](https://openairdocs.org/engine/pratt-whitney-pt6a-series) (registry code 52032, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: UE159 - Airframe hours: 1135 - Engines: P&W PT6A-67D 1279 horsepower turbo prop - Damage: Substantial damage - Flight: Part 135 - Operator: Liberty Airlines, doing business as US Air Express - Registered owner: Mesa Air Group, Inc. - Airworthiness certificate: Standard, Transport - Last inspection: Continuous airworthiness, February 4, 1996, 16 hours before - Departed: PIT, PITTSBURGH, PA - Destination: BFD - Flight plan: IFR - Airport: BFD, Bradford Regional, runway 14, 6,499 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 29; flight instructor, airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, valid medical--w/ waivers/lim; seat: left; toxicology performed; flight hours: 5,962 total, 1,581 in this make and model, 4,469 as pilot in command, 233 in the last 90 days, 73 in the last 30 days, 5 in the last 24 hours ## Weather - Conditions: Instrument (IMC), Day - Wind: 190° at 10 knots, gusting 21 - Visibility: 3 statute miles - Lowest ceiling: 600 ft broken - Temperature: 32 °F, dew point 28 °F - Altimeter: 29.00 inHg - Observed at: BFD 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.