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On January 10, 1995, at 1235 central standard time, a Beechcraft B95, N673Q, was destroyed during a missed approach near the Memorial Field Airport (HOT), Hot Springs, Arkansas. The instrument rated commercial pilot, and two passengers were fatally injured. The flight was on an instrument flight plan for the business cross country flight. Instrument meteorological conditions prevailed.
The pilot was on an IFR flight from Natchez, Mississippi (HEZ), to Hot Springs, Arkansas (HOT). The pilot was cleared for ILS Runway 5 approach to Hot Springs. A witness observed the airplane briefly through the clouds over runway 5, and "heard the aircraft apply go around power." A piece of the airplane's right wing was found 5 feet from the top of a 200 foot tower, approximately 1.5 nautical miles north northeast of runway 5.
The pilot's log books could not be located, therefore, instrument, single engine or multi engine flight time flown could not be determined. His last biennial flight review also could not be determined. According to Federal Aviation Administration records, the pilot reported 1,270 total hours on May 02, 1994, at the time of his class two medical examination.
A review of the airframe and engine records did not reveal any anomalies or uncorrected maintenance defects.
Prior to being cleared for the approach, Memphis Center issued the pilot the 1753 UTC Hot Springs weather observation. It was measured 300 feet variable overcast, visibility one mile and fog, wind 160 degrees at seven, altimeter 30.04, and the ceiling was three hundred variable to two hundred. About the time of the accident, at 1834 UTC, Hot Springs was a measured 400 feet overcast, visibility 1.5 mile variable fog, wind 130 degrees at five, altimeter 30.01, and visibility 1.25 variable 1.75. See the enclosed weather reports and observations.
Federal Aviation Administration (FAA) records revealed the pilot of N673Q called Greenwood Automated Flight Service Station (GWO AFSS) at 1614, and received an abbreviated briefing for an IFR flight from Natchez, Mississippi, to Hot Springs, Arkansas. He filed an IFR clearance from Natchez, Mississippi, to Hot Springs, Arkansas, at 6,000 feet. At 1704, the pilot called the Anniston, Alabama AFSS by telephone, and obtained an abbreviated pilot brief for an IFR flight from HEZ to HOT.
The pilot reported on the Houston Center frequency requesting an IFR clearance to Hot Springs at 1715. An IFR clearance to Hot Springs was issued. When nearing the destination airport, the pilot was given radar vectors to the final approach course for the ILS Runway 5 approach. According to an enclosed statement, after being flown through the final approach course Memphis Center, due to workload of the controller in another portion of the sector, was unable to provide vectors to the HOT ILS. Therefore, the pilot was instructed to proceed direct HOSSY, maintain 3,500 feet until the HOSSY locator outer marker (LOM), and cleared for the ILS Runway 5 approach to the HOT airport. Radar services were terminated and frequency change was approved.
Glide slope intercept altitude at Hossy inbound is 2,300 feet. Radar data indicates that after being cleared for the approach the pilot made a right turn of about 180 degrees, flew direct to Hossy, turned left inbound to HOT, and remained south of the inbound course until after the missed approach point. Additionally, the radar data shows the airplane proceeding northbound beyond the HOT terminal VOR. At 1833, the pilot reported missed approach and requested to try the ILS approach again. Memphis instructed the pilot to climb to and report reaching 3,000 feet. The pilot acknowledged the instructions. There was no further communication with the pilot. See the enclosed communication transcripts and radar flight path chart.
The operational equipment configuration for Sector 1 during this period was RDP, all radar sites operational, moving target indicator set at 100 miles, the video map in use was West Low, selected on a 75-mile range and centered approximately HOT331033, and all navigational aids were operating normally.
The published weather minimums for the ILS Runway 5 approach is 300 feet and 1/2-mile visibility. The missed approach procedure for the ILS Runway 5 approach is a climbing right turn to 3,000 feet via HOT vortac radial 123 to SOCKS intersection/HOT 10.3 DME and hold. The right turn provides clearance from a mountain with towers located north of the airport. The current approach plate for the ILS Runway 5 approach that was found during an examination of the aircraft, depicts towers north of the airport. See the enclosed approach plate.
WRECKAGE AND IMPACT INFORMATION
The aircraft was located in the initial ground scar on a measured magnetic heading of 350 degrees. The left and right engines were buried in the ground at the initial scar. The empennage and fuselage were partially separated and displaced forward to the right. All flight controls were accounted for and were attached to their respective input devices. Due to the extent of damage, flight control continuity could not be established. A tree next to the left engine exhibited two slash marks 4-feet, 9-inches apart. A cut tree limb had aluminum transfer marks.
A 3 1/2-foot section of the right wing, with aileron attached, was recovered 5 feet from the top a 200 foot tower. The tower was located approximately 440 yards southwest of the main wreckage. The right wing tip was located north of tower at the bottom of the hill. See enclosed wreckage diagram for wreckage distribution details.
MEDICAL AND PATHOLOGICAL INFORMATION
The autopsy was performed by pathologist Charles E. Kokes, M.D. at the Arkansas State Crime Laboratory, Little Rock, Arkansas. Toxicological findings were negative.
The wreckage was released to the owner's representative.