Hendrick Motorsports Aircraft Accident The National Transportation Safety Board (NTSB) report examined the events of flight N501RH, operated by Hendrick Motorsports Incorporated on October 24, 2004 from Concorde, NC to Martinsville, VA, and its unsuccessful approach to Martinsville Ridge Airport. Several factors were determined to be as expected for a normal flight path while others were askew. The resulting deaths of the passengers onboard can be attributed to human errors and management shortfalls as there were no mechanical anomalies.
Background
Flight N501RH was a Beech King Air 200 manufactured in 1981 and had a total time on plane of 8,140 hours. All maintenance inspections were up to date. The aircraft left Concorde, NC on October 24, 2004 and had a flight plan to head to Martinsville Airport in Virginia. The aircraft was equipped with a global positioning system (GPS) though the database was not current making it uncertified in instrument flight rules (IFR) flight plans. Owned and operated by Hendrick Motorsports, the passenger list consisted of two crew members, six members belonging to Hendrick Motorsports and two additional passengers.
Sequence of Events The aircraft departed from Concorde at 1156 en route to Martinsville. The flight was routine and all data and communications during the flight were normal. The pilot maintained all assigned heading and altitudes. No warning signs were identified until the aircraft approached the localizer runway via instrument approach at Martinsville. The flight crew contacted air traffic control before approaching the localizer runway and was told by the controller to hold on the localizer course at 4000 feet and to expect a 28 minute delay. The flight crew requested five mile legs in the holding pattern approved by Air Traffic Control (ATC). The aircraft approached the BALES locater outer marker (LOM) and crossed the BALES at 4000 feet. The aircrew notified ATC they were canceling their IFR flight plan after breaking through the clouds during the approach to land. At 1224 the air traffic controller cleared the aircraft for a runway 30 approach procedure and advised the pilot to notify them when the aircraft was inbound. After being cleared to approach, the pilot initiated another 180 degree right turn in error instead of maintaining the five mile leg that is part of a missed approach procedure. This missed stepped caused the aircraft to precede the LOM which was located five nautical miles from the beginning of the runway at an altitude of 3900 feet; this is much higher than the recommended altitude to intercept the localizer frequency. The Beech King Air flew over the outer marker and the pilot began his descent and proceeded directly over the runway. The pilot may have been thinking he would soon intercept the localizer frequency and continued descending the aircraft to approximately 1400 feet. This altitude was nearly 600 feet below radar when the aircraft leveled out. Neither the pilot nor the air traffic controller knew the aircraft was five nautical miles passed the beginning of the runway and heading into low level terrain. Realizing too late that the Beech King had missed its approach, the pilot contacted the tower that the approach had been missed and immediately initiated a climb to 4400 feet as directed by the tower. Approximately 12 seconds later the tower lost radar contact with the aircraft. The aircraft had flown directly into the side of a mountain killing all the passengers.
Human and Management Errors Many factors were involved in this fatal accident. Management failed to properly install the GPS in the right location causing pilots to look down between the seats to view it. The database for the GPS had not been brought current and so was ineffective for IFR flight plans. Investigation of this accident further revealed that the aircraft was not equipped with the enhanced ground proximity warning system (EGPWS) which other Hendrix Motorsports aircraft had and could have alerted the pilots early enough to correct course and avoid the terrain. There were pilot errors that factored into this accident as well. When the air traffic controller informed the pilot the aircraft was not cleared to land on the initial approach, the pilot should have used the published procedure for a missed approach. The aircraft would have been back on a flight path for a precise landing; however, the pilots did not initiate a climbing right turn required of a missed approach continuing instead to descend and fly in a displaced approach by five nautical miles.
Conclusion
Aircraft accidents can be a tragic thing. Some people may argue that all are avoidable. When considering this statement, one must always remember there is an element that is in all accidents—human error. Judgments in error can arise in design, while being flown, or when aircraft are maintained by humans. In all aviation, humans have a hand in the process. As long as humans are in control of an aircraft, there will be accidents. Management’s job is to continue to train and instill awareness in all aviation employees of the consequences of human errors and the importance of following procedure in all tasks. Importance must also be placed on safety in every aspect of aviation. While the human thought process cannot be avoided, it is a must to ensure equipment humans rely upon is available, updated and in working order as necessary to allow for the most successful completion of tasks whether it be in creation, maintenance, or flying.