![]() He stated that, when the airplane had climbed to about "a few wingspans" in altitude, "it pitched up to an aggressive angle" and seemed to be flying slow. ![]() He stated that the weather conditions were rain with gusty winds and that it was dark, but he could see the lights of the airplane and he could see its silhouette against the lights of a cargo facility on the east side of the runway. ![]() " At 1818:52, the east radar controller advised the Delta flight crew, "still showing wind shear alert uh now we're getting one for three-six right also two-zero knot loss three mile final for both runways." The east radar controller reported that the accident airplane never communicated with him on his frequency.Īccording to a witness who was driving a vehicle eastbound on a road near the south end of the runway about 1815, he saw an airplane take off toward him. of course our visibility is poor so I didn't see him after he got airborne."Ī review of ATC records for the HSV east radar position indicated that the east radar controller was working other aircraft, including a Delta Airlines flight and a Jet Link flight, on a different radio frequency, and, at 1817:23, advised the Delta flight crew, "we are now showing uh runway three-six left arrival wind shear alert two-zero knot loss on a three-mile final. At 1820:50, Rescue 1 contacted the clearance delivery controller for permission to proceed to runway 18L, and the clearance delivery controller advised Rescue 1 that "the aircraft departed about three minutes ago. When the pilot failed to respond to subsequent radio calls, controllers alerted rescue personnel. At 1818:17, the local controller attempted to contact the pilot but received no reply. The airplane departed, and no further radio contact was received from the flight. The local controller advised the pilot to position and hold for release, and, at 1816:30, the local controller cleared the flight for takeoff from 18L and assigned the pilot a left turn to heading 090. At 1815:58, the pilot contacted the HSV local controller and advised that he was at 18L ready for takeoff. The pilot replied, "uh, sir, we're ready to go at one-eight left, if we can go ahead and get it and get uh, uh, vectors around that, if you could do that right off the end of the runway." The ground controller stated that he would coordinate for the pilot's request, and he cleared the pilot to taxi to runway 18L. " The controller then stated at 1814:31, "alright I'm looking at the uh weather radar over here, there's level five weather activity that is south of the airport moving to the northeast so it's going to be crossing the runway south of the airport about three miles, the wind is calm right now, no guarantee, of course, that will last, my suggestion, to make this short, is that you go to three-six right for a three-six right departure, uh, well we've got inbounds opposite direction so that, that wouldn't work right now, um, again, as you depart, get up there and depart, unless you are going to ready right now, there's level five weather activity about two and a half miles south of the airport now." The pilot acknowledged, then the controller stated, "uh standby I want to give you a weather update here in just a second. The ground controller cleared the pilot to taxi to runway 18L and asked the pilot to confirm he had received the Automatic Terminal Information Service (ATIS) information "november" (N). According to air traffic control (ATC) records, the pilot contacted the HSV clearance delivery controller at 1807:53 to obtain the flight's IFR clearance, and, at 1814:04, the pilot contacted the HSV ground controller and advised he was ready to taxi. Jones Field (HSV), Huntsville, Alabama, at 1816 on January 11, 2005.Īccording to records from the Anniston, Alabama, automated flight service station (AFSS), the pilot telephoned the AFSS at 1752 and obtained an abbreviated weather briefing and filed an IFR flight plan for a flight from HSV to Fulton County - Brown Field (FTY), Atlanta, Georgia. The flight departed Huntsville International - Carl T. The instrument-rated private pilot and the private pilot-rated passenger received fatal injuries, and the airplane was destroyed. Visual meteorological conditions with thunderstorms prevailed. The personal flight was operated under the provisions of Title 14 CFR Part 91 with an instrument flight rules (IFR) plan filed. On January 11, 2005, at 1818 central standard time, a Cessna T206H, N2467X, registered to pending applicant N2467X, LLC, and operated by Huntsville Flight Center, collided into trees and the ground shortly after takeoff in Huntsville, Alabama. ![]() NTSB Identification: ATL05FA044 HISTORY OF THE FLIGHT ![]()
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