7 January 1994 - Atlantic Coast 6291 Flight 6291 departed Washington-Dulles for a 90-minute flight to Columbus. At 23.10h Columbus Approach Control was contacted, advising the controller that the flight was descending through 13200ft for 11000ft. The crew were then assigned a 285 degree heading to intercept the ILS for runway 28L and was cleared for 10000ft. An updated weather report was received five minutes later, reading a measured ceiling 800ft overcast, visibility 2,5mls in light snow and fog with wind 300 deg. at 4kts. A runway 28L ILS approach clearance was given when the flight passed the SUMIE final approach fix. A clearance to land on 28L was given two minutes later. The aircraft was descending through ca 1250ft msl (runway elevation 814ft msl) when the stick shaker activated and sounded for 3 seconds and continued again after 1,5 sec. The aircraft continued to descend below the glide slope until it collided with a stand of trees in a high nose-up attitude, coming to rest upright in a commercial building, 1,2mls short of the runway. The aircraft burst into flames.
Legenda:
( ) = Questionable Insertion
(( )) = Editorial Insertion
[ ] = FSF or NTSB clarifications
* Transcript from aircraft's cockpit voice recorder.
Source: U.S. National Transportation Safety Board
Time: Source: Content: 2311:18 Captain (Capt.): You ever get 'em? [Referring to first officer's attempt to reach the company dispatcher by radio.] 2311:19 First officer (FO): No, no. 2311:21 Capt.: Okay, screw 'em. 2311:26 Capt.: Okay, we're going down to 10,000. D and A's been completed, ah ... the only thing we have left is reach company. 2311:45 Capt.: Depending upon what we go through I might have you pop the boots at the outer marker, we'll see. 2311:49 FO: Okay ... all I'd have to do is hit auto-cycle light up bright up here? 2311:55 Capt.: Yeah, just hit auto-cycle. 2311:56 FO: Right, okay. 2312:12 FO: You got six miles in eleven hundred, so typical .... 2312:18 Capt.: Oh yeah, not worried about that. 2312:35 Capt.: Down to four. [Clearance from CMH to descend and maintain 4,000 feet received by FO.] 2312:35 FO: That's what I said to him. 2312:41 Capt.: Yeah, I'm just repeating it, I heard you. 2313:29 Capt.: What's the winds, the surface winds down there... again? 2313:32 FO: Ah, three three zero at four knots. 2313:35 Capt.: Thanks. 2314:12 Capt.: Tell you what. 2314:13 FO: Yeah. 2314:15 Capt.: Bust the boots. 2314:28 FO: You only got a little rime. 2314:44 Capt.: Yeah, I got a little bit. 2314:52 FO: Seems to be a little rime, it never took nothing off [unintelligible] this side here. 2314:56 Capt.: Yeah, it didn't take that much off ... that's cool. 2315:56 Capt.: Hello. 2315:59 FO: So now it's two and a half with 800. [CMH reported the weather at the airport.] 2316:20 Capt.: What's the ice AOA [angle of attack], ah ... 2316:26 Capt.: What's the V speed? 2316:43 [Sound of single chime] 2316:46 Capt.: We're gonna do flaps 25 ice AOA on so what's the ref speed for that ... at this weight? 2317:19 Capt.: Thousand. 2317:20 FO: Ref's gonna be ... 2317:20 [Sound similar to that of altitude or gear warning alert.] 2317:21 FO: One to go ... ref is gonna be one twelve. 2317:25 Capt.: What, that's with the ice AOA, right? 2317:28 FO: That's affirm. 2317:29 Capt.: Okay, that's what we're gonna do ... that's what we're gonna do. 2317:46 [Sound of single chime.] 2317:58 [Sound similar to reduction in prop/engine noise amplitude.] 2318:26 Capt.: Two ninety-one. [Referring to FO's use of 391 rather than 291 to identify the flight during radio communication.] 2318:36 FO: What did I say? 2318:38 Capt.: Three ninety-one. 2318:39 FO: Oh. 2318:40 Capt.: Okay, if you got all the speeds don't worry about them anymore. 2318:44 FO: Ref is 112, I gotta plug that (too). 2318:46 Capt.: I did it for you. 2318:53 FO: Here comes glideslope. ((Sound similar to altitude or gear warning alert.)) 2319:30 Capt.: And we're marker inbound. 2319:36.8 Capt.: Don't forget to give me my calls, 1,014 is DH [decision height]. 2320:01.3 FO: A thousand above. 2320:02.3 Capt.: Okay, flaps nine. 2320:08.5 Capt.: Gear down. 2320:25.6 FO: Flaps fifteen, landing gear down, three green. 2320:31.6 FO: Condition levers a hund- ... condition levers a hundred percent. 2320:36.1 Capt.: Okay, give me a hundred percent, please. 2320:38.1 FO: A hundred percent, flows at three. 2320.41.1 Capt.: Three. 2320:41.6 FO: Yaw damper. 2320:42.7 Capt.: And autopilot to go, don't touch. 2320:44.5 FO: Don't touch. 2320:46.2 FO: Holding on the yaw damper. 2320:46.6 ((Sound similar to that of a stick shaker start.)) 2320:47.2 ((Sound of seven tones similar to that of autopilot disconnect alert.)) 2320:48.1 Capt.: Tony. 2320:49.5 ((Sound similar to that of a stick shaker stops.)) 2320:50.2 Capt.: What did you do? 2320:50.8 FO: I didn't do nothing. 2320:51 ((Sound similar to that of stick shaker starts.)) 2320:52.3 ((Sound similar to that of an increase in prop/engine noise amplitude.)) 2320:52.5 Capt.: Gimme flaps up. 2320:53.7 ((Sound similar to that of a stick shaker stops.)) 2320:53.7 Capt.: No, no, hold it. 2320:54.0 ((The GPWS transmits ...Pull....)) 2320:54.3 ((Sound similar to that of a stick shaker starts again and continues to the end of recording.)) 2320:55.3 Capt.: Gimme flaps up. 2320:57.5 ((Sound similar to that of change in or addition to stick shaker.)) 2320:58.7 Capt.: Whoa. 2321:00.2 ((Sound of impact.)) ----------------------------------------------------------------------------------------
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