Plane Crashes in Lexington

WTVQ 36 Lexington ^ | August 27, 2006 | Jon Sasser

[Tanglefoot]

This is information from WCPO.com : Jeffrey Clay had been in Lexington's airport 6 times in the past 2 years. The last time in May. Jim Polehinke had been in and out of Lexington's airport 10 times in the past 2 years. The last time in June.

Jeffrey Clay was a Burlington, KY resident. Burlington is near Cincinnati, OH.

[RebelTex]

"Fox just announced that the officer who survived was piloting the plane at the time of the crash."

The NTSB will certainly be talking to him if and when he's able to respond, but we probably won't get any info about what he says for years.  When the final report is released, we may get some of it, but a lot will probably be held back until all the lawsuits have been adjudicated.

The only clues that we may get about what he says may be from new reg.s, etc. from the NTSB over the next year.

[Howlin]

CNN just said that when the two pilots got to the airport that morning, they got in the WRONG plane and turned on the power!

[CedarDave]

This morning's Lexington newspaper also has that story:

http://www.kentucky.com/mld/kentucky/15394392.htm

Also, there has been discussion of markings on runway 26. I could not see them from the aerials previously posted. But a photo this morning shows "26" at the far right end of the runway. It could be missed in the dark as the photo shows because the pilots were looking straight ahead and to the left for takeoff.

http://www.heraldleaderphoto.com/featuredgalleries/featuredgalleriesindex.html

The photo is #1 in the "Plane Crash Site" gallery (the photos are in Flash Player and I don't know how to extract to post here).

[CedarDave]

I do not know where the plane sits on the end of the runway before the takeoff run. The runway numbers seem to be quite near the end and may not be visible once the plane is on the runway.

See #944.

[RebelTex]

"CNN just said that when the two pilots got to the airport that morning, they got in the WRONG plane and turned on the power!"

That can't be good.

Man, it sounds like those guys were sleep-walking, just going through the motions, not focused on the job at hand.  Their schedule, rest time, etc. will probably get a real hard going over.  

Isn't Delta in bankruptcy?  Are they pushing their crews too hard?   From the article CedarDave just posted, the pilots apparently had plenty of time before the flight, but that doesn't tell us about how hard they were worked in the previous 30 days or if they had ever flown together.  The FO had been called in to replace another, so they may have been unfamiliar with each other's tendencies. 

So many questions - such a tragedy.  I hope NTSB uncovers all the necessary facts to put together 'lessons learned' so this scenario doesn't happen again.

[toldyou]

Not sure if this has been posted. Interesting video in it.

http://www.cnn.com/2006/US/08/30/plane.crash/index.html

[toldyou]

Here's an interesting article. Don't stop reading till the end!

[toldyou]

OOPS!

http://www.courier-journal.com/apps/pbcs.dll/article?AID=/20060830/NEWS0104/608300650/1008

[RebelTex]

Both your links were interesting.

I couldn't get the video to play. Could you give us some details?

Thanks

[toldyou]

Try this:

go to http://www.cnn.com

See at middle of screen, "Watch Video, most popular."

It's software that simulates taxi and takeoff of the Comair plane.

[Turbopilot]

That can't be good.

No, but it's not as uncommon a mistake as you might think. I don't know for sure, but I assume that LEX, like many airports, doesn't use jetways for regional jets. So the pilots get to the airport when it's dark, walk out onto the ramp, and have two identical airplanes parked next to each other. There aren't any visual differences, and the gate agents and ramp workers may have been too busy doing other things to point out the right aircraft. Certainly they could have checked; the important part is to figure out why they believed they were in the right airplane - did they just assume, or was there was a paperwork problem, or maybe they did ask a gate agent who pointed to the wrong airplane. Fatigue could have come into play there as well. I think many things will be learned once all the links in this accident chain are discovered and analyzed.

Isn't Delta in bankruptcy? Are they pushing their crews too hard?

To be precise, this was a Comair flight. While Comair is owned by Delta, and their flights are operated as "Delta Connection", they are a separate airline with their own operating certificate, and their crews have separate unions with different contracts and different crew rules, over which Delta has no say.

[RebelTex]

Thanks, but it doesn't work. I found the right video link both times, but it opens a browser window that requires you to subscribe to CNN Pipeline before you can view the clip. I'm not willing to subscribe to that.

Thanks anyway.

From what you saw in the clip, were the signs easy to spot?How about the runway numbers?
Was the A7 taxiway obvious or confusing?
Could you see the lights on runway 22 from the starting position of 26?
What else could you see (or NOT see) that might have been important?
What comments were made?

[RebelTex]

Thanks for the info. I didn't think about Comair being a subsiduary with its own rules, unions, etc. Just goes to show you how easy it is to overlook a 'little' detail.

(Didn't someone once say that there's no such thing as a 'little' detail? If not, someone should - oh, wait, I just did.)

[budman_2001]

Any flight-sim user will recognize that video is showing off Microsoft FS-2004+.

Using that piece of software to "make a point" is quite EZ, whatever is, is.

[RebelTex]

Finally saw the video on my laptop.

Looks like the problem on my desktop was security settings or wrong version of Java.

Every time I tried to view the video on my desktop, all I got was a blank player and the ad at the bottom screaming for me to join PipeLine (2 week trial then auto-billed monthly, must remember to cancel before end of 2 weeks - I HATE programs like that.)

I didn't consider security settings a problem because there are lots of videos on the web that I watch without any problem.  I just happened to notice that this one uses Java to pop-up it's own player in a new window.   Since I sometimes have problems with Java apps, I tried watching it on my laptop and could then see it.

Sorry about the confusion.  

The video showed a simulation, which was disappointing as the assumptions programmed into the software may be inaccurate.  I would like to see an actual video of the taxi-way and runway to see the realities of what is there or not there, not what is assumed to be there.  None of my questions to you about the contents of the video were answered by the simulation.

[leadpenny]

http://www.ntsb.gov/ntsb/AccList.asp?month=8&year=2006

NTSB Identification: DCA06MA064
Scheduled 14 CFR Part 121: Air Carrier operation of COMAIR INC
Accident occurred Sunday, August 27, 2006 in Lexington, KY
Aircraft: Bombardier, Inc. CRJ-200, registration:
Injuries: 49 Fatal, 1 Serious.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

On August 27, 2006, about 6:07 AM eastern daylight time, Comair flight 5191, a Bombardier CRJ-200, N431CA, crashed upon takeoff from Blue Grass Airport in Lexington, Kentucky. The [aircraft] ran off the end of Runway 26 and was destroyed by impact forces and post crash fire. The flight had been cleared to takeoff from Runway 22. Of the 47 passengers and 3 crewmembers onboard, 49 were fatally injured and one (the first officer) survived in critical condition. The flight was operating under the provisions of 14 Code of Federal Regulations Part 121 and was en route to Atlanta, Georgia. A full go-team investigation is underway.
Index for Aug2006 | Index of months

[leadpenny]

http://www.ntsb.gov/Pressrel/2006/060925.htm

NTSB Advisory
National Transportation Safety Board
Washington, DC 20594
September 25, 2006
UPDATE ON NTSB INVESTIGATION INTO THE CRASH OF COMAIR FLIGHT 5191

---

On August 27, 2006, about 6:07 a.m., Comair flight 5191, a Bombardier CRJ-100, (N431CA) crashed upon takeoff from Blue Grass Airport in Lexington, Kentucky. Of the 47 passengers and 3 crewmembers onboard, 49 were fatally injured and one (the first officer) survived in critical condition. The following is an update of factual information developed during the Safety Board's investigation.
Washington, DC --The Safety Board has completed the on-scene portion of the investigation. All of the investigative groups will be completing factual reports, which will be released to the public when the public docket is opened in the next several months.

Accident Sequence

Flight 5191, from Lexington, Kentucky to Atlanta, Georgia, was the third of three airplanes scheduled to take off in the early morning. The previous two departures took off without incident from runway 22. Flight 5191 was also cleared to taxi to runway 22 and subsequently cleared for takeoff; however, the airplane attempted to take off from runway 26. According to recorded information, the aircraft began its takeoff roll, accelerated to a maximum of about 137 knots, ran off the end of the runway through the airport perimeter fence, and impacted trees on an adjacent horse farm. The entire sequence took about 36 seconds. The airplane was destroyed by impact forces and a post-crash fire.

Aircraft Wreckage

Witness marks on scene indicate that all three landing gear were on the ground as the airplane exited the runway. The main wreckage was located approximately 1,800 feet from the end of the runway. Both engines were examined at the accident site and no evidence of pre-impact failure was noted and the thrust reversers were stowed. The flaps were found in the takeoff position and no problems were noted with any other airplane system or structure. The wreckage from flight 5191 has been moved to a storage facility in Georgia.

Recorders

The flight data recorder (FDR) and the cockpit voice recorder (CVR) were recovered immediately and have provided valuable information. Investigators are continuing to extract data from the flight recorders, the air traffic control tape recordings and airport video surveillance cameras. FDR data indicate that the airplane stopped near the end of runway 26 for about 45 seconds before the flight was cleared for takeoff. The airplane was cleared for takeoff and 6 seconds later started to taxi onto runway 26. It took about 36 seconds for the airplane to taxi onto runway 26 and complete the turn before power was increased to initiate the takeoff. FDR vertical accelerometer data indicate that the airplane departed the end of the runway about 32 seconds after the takeoff was initiated. The FDR recording ended about 4 seconds later. Time correlation of those data continues.

Operations/Human Performance

Operations/Human Performance group has completed initial follow-up interviews at Comair headquarters in Covington, KY. The group conducted airport observations under day and night conditions; a simulator observation of Comair taxi and takeoff procedures; and interviews with multiple persons including: ramp personnel, flight instructors, check airmen, and several pilots who had flown with the accident flight crew. These interviews provided investigators with information about procedures and techniques used by pilots for taxi and takeoff runway identification and information about the accident flightcrew. Additionally, the Director of Corporate Safety for Comair and FAA personnel responsible for oversight of the Comair certificate were interviewed. The group gathered relevant documents pertaining to the accident flight, flight crew training and evaluation, operations of the CRJ100, and oversight of the airline. Investigators are now reviewing interviewsummaries and documentation to identify areas for further investigation and evaluation. The group continues to evaluate the pilot actions that led to the attempted takeoff on runway 26.

Airport Information/Survival Factors

Runway 22 is 7003 feet long, 150 feet wide, and is lighted for nighttime use. Runway 26 is 3500 feet long, 150 feet wide but marked to 75 feet wide, and is not lighted and is restricted to daytime use only. In order to take off from runway 22 it is necessary to taxi across the end of runway 26. An airport construction project, begun in 2004, was still underway at LEX at the time of the accident. The project was intended to mill and repave runway 4-22 and upgrade the safety areas at both ends of runway 4-22, the main runway. This project necessitated changes to some of the taxiways and signage. The group continues to evaluate the airport taxiway and runway markings, lighting and signage as well as additional information that was available to pilots. The Airport/Survival Factors Group will also be documenting the factors that may have contributed to the loss of lives in this accident.

Air Traffic Control

At the time of the accident, there was one air traffic controller in the tower. After handling several aircraft at the beginning of his shift, there were several hours without aircraft movements. In the 20 minutes leading up to the accident, there were three departures, including Comair 5191, from LEX under his control. The ATC group has interviewed several Lexington control tower personnel and FAA air traffic personnel. The controller on duty at the time of the accident relayed the following information to investigators: he cleared the accident flight crew to take off (from runway 22) and to fly runway heading (220 degrees); after providing takeoff clearance for flight 5191, he turned away from the window to perform an administrative task (traffic count); he did not witness the accident, but heard the crash, turned around and saw fire, and immediately activated the emergency response. As in all investigations, the group will review the controller's workload and duty schedule and the tower staffing level.

Toxicological Test

Toxicology testing performed on specimens from both pilots did not detect any illicit substances or alcohol. An over the counter decongestant, pseudoephedrine, was detected at a low level in the first officer's blood.

Post Accident FAA Action

On September 1, 2006, the FAA issued a Safety Alert for Operators (SAFO), titled, "Flight Crew Techniques and Procedures that Enhance Pre-takeoff and Takeoff Safety." This alert highlights existing FAA aircraft ground operation guidance and reminds flightcrews that maximum attention should be placed upon maintaining situational awareness during taxi operations.



NTSB Media Contact: Terry N. Williams (202) 314-6100
williat@ntsb.gov