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.
| 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.)) |