posted April 22, 2006 03:21 PM               

Alex.

posted April 23, 2006 12:20 PM               

I too was shocked when I learned the news. I had the privilege of meeting Scott Crossfield in Dayton in 2003 and he was very gracious with me in answering questions and signing my copy of his book.

My thoughts go to his family.

posted April 24, 2006 10:48 AM               

Witness: Crossfield's Plane "Hit By Lightning"
By Russ Niles
Newswriter, Editor

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It should not be taken as fact -- eyewitness reports are rarely as accurate as the term suggests -- but one man who lives a few hundred yards from where the main wreckage of test pilot Scott Crossfield's 1960 Cessna 210 crashed last Wednesday said he saw the plane get hit by lightning just before it went down in mountains. "The plane just lit up, and then it went up a couple thousand feet and wheeled around," Gene Stone, 66, who lives near the border of Gordon and Pickens counties, about 70 miles north of Atlanta, told Cox News Services. "I thought it was heading back to the Gordon County airport, but then it sounded like the engine just cut off, and it went over the top of the pines as fast as it could."

A vicious thunderstorm, with reports of hail as large as golf balls, was reported in the area. Weather at Dalton, GA (DNN) near the route of flight was: wind 120 at 12, gusts to 24; visibility 3/4 statute miles in thundershowers; clouds broken at 400, overcast at 1500 feet. Crossfield had filed IFR out of Prattville, AL (1A9) for Manassas, VA (HEF). The flight plan was for 11,000 feet at 148 kts. Crossfield left Pratville, Ala., about 9 a.m. and dropped off radar screens about 11:14 a.m. Crossfield's last radio transmission was a request to divert south of his intended flight path to avoid weather. According to FlightAware's depiction of his track (free subscription required), he went down just after making the southward turn. FlightAware's data tracking function reports that the aircraft's speed dropped to 96 mph before radar contact was lost. The FAA's preliminary report on the crash notes thunderstorms were in the area with wind gusts up to 24 knots. Crossfield's body was found in the wreckage about 12:30 p.m. on Thursday in a wooded ravine about six miles east of Ranger, Ga. Scott Crossfield was 84.

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posted April 24, 2006 11:24 AM               

"I am Pallas Athene; and I know the thoughts of all men's hearts, and discern their manhood or their baseness. And from the souls of clay I turn away, and they are blest, but not by me. They fatten at ease, like sheep in a pasture, and eat what they did not sow, like oxen in the stall. They grow and spread, like the gourd along the ground; but like the gourd they give no shade to the traveler, and when they are ripe death gathers them, and they go unloved into hell, and their name vanishes out of the land.

"But to the souls of fire I give more fire, and to those who are manful I give a might more than man's. These are the heroes, the sons of the immortals."

posted April 28, 2006 04:29 AM               

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The wreckage of famed test pilot Scott Crossfield's single-engine plane indicates it broke apart over North Georgia during a severe thunderstorm, according to a National Transportation Safety Board report.

Crossfield, who in the early 1950s was the first person to fly at twice the speed of sound, died April 19 while en route from Prattville, Ala., to his home in Manassas, Va., in his Cessna 210A.

The 84-year-old pilot was the only person aboard when the plane crashed into mountainous terrain in Gordon County.

The NTSB report, released Thursday, said Crossfield checked in with Atlanta air traffic controllers and shortly after 11 a.m. asked to turn to the south because of bad storms in the region.

Radar contact was lost at 11:10 a.m. when the plane was at 5,500 feet, just after the plane entered a Level 6 thunderstorm, the severest type, the report said.

The Federal Aviation Administration says a Level 6 storm is characterized by high wind and severe turbulence.

The report said debris from the aircraft was found in two areas about a mile apart, with the main wreckage in a crater 4 feet deep.

"The wreckage distribution was consistent with a low-altitude in-flight breakup," the report said.

Limited damage to the tree canopy also showed the plane plunged nearly straight down, the report said.

Parts of the airframe, engine and propeller blades were taken to a local Department of Transportation accident reconstruction yard.

The report said investigators uncovered no mechanical or other problems with the plane that would have caused the crash.

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posted April 28, 2006 06:31 AM               

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Ludville, Georgia, April 19, 2006

On April 19, at approximately 11:10 am EDT, a Cessna 210A, N6579X, rapidly descended into remote mountainous terrain near Ludville, Georgia, after entering an area of thunderstorms. The pilot, well-known test pilot A. Scott Crossfield, the sole occupant, was fatally injured. Instrument meteorological conditions (IMC) prevailed at the time of the accident. The accident flight departed Prattville - Grouby Field Airport, Prattville, Alabama, at 10:05, and was en route to Manassas Regional/Harry P. Davis Field Airport, Manassas, Virginia.

At 10:18 am, the pilot checked-in with Atlanta Air Route Traffic Control Center (ARTCC) and was subsequently handled by four sectors. The accident airplane was cleared to 11,000 feet. The pilot was not issued weather advisories or related SIGMETS, according to Atlanta ARTCC voice communications. At 11:09:28 am, the pilot asked to deviate to the south due to weather. Atlanta ARTCC approved the turn to the south, but radar contact was lost at 11:10:02 am at 5,500 feet. Recorded radar data indicate that the accident airplane entered a level 6 thunderstorm prior to the loss of radar contact.

The airplane impacted about 3.3 nautical miles northwest of Ludville, Georgia, in rugged wooded terrain. The associated debris was located in two general areas, situated about 1 mile apart from each other. The wreckage distribution was consistent with a low altitude in-flight breakup.

The main wreckage was situated in a four-foot deep crater. There was limited damage to the overhead tree canopy, consistent with a near vertical descent path. The main wreckage consisted of the cockpit, engine, propeller, left and right main wing spars, nose and main landing gear, left and right flap, and portions of the empennage. The second area of wreckage consisted of portions of the left and right wing leading edges, the upper portion of the vertical stabilizer leading edge and tip rib, a small section of aileron and the left cabin door. The two ailerons and the outboard portion of the right elevator were not recovered during the on-scene investigation. Two of the three propeller blades have been recovered, both of which exhibit chordwise scratches and blade twist. All four corners of the airplane have been located; cockpit/engine, left wing, empennage, right wing, and fuselage. The major airframe components, engine, and recovered propeller blades were transported to a local Department of Transportation accident reconstruction yard.

A two-dimensional wreckage layout confirmed flight control cable circuit continuity for ailerons, elevators, and rudder. The flaps and landing gear were fully retracted. Functional testing and disassembly of the wet vacuum pump showed no evidence of pre-impact failure. No gyros instruments were found intact. No liberated gyros were found at the accident site. The on-scene investigation did not reveal any pre-impact anomalies that would have prevented the normal operation of the airplane or its related systems.

The investigator-in-charge for this accident is Todd Fox of the North Central Regional Office in West Chicago, Illinois. Assisting him in the investigation are the FAA, Cessna Aircraft Company, and Continental Engines. The NTSB identification number for this investigation is CHI06MA115.

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posted April 28, 2006 09:14 AM               

I'd like to add, that while his responsibility it doesn't mean he failed. I know that was you're intention, but there's lotsa folks lining up to "oh how could he fly into a t storm". As you have pointed out - it's very easy to unknowingly.

posted April 28, 2006 02:12 PM               

Having said that, they will often vector you away from a storm if previous air traffic has been deviating. They may say something to the effect of "most of the traffic ahead is deviating south of the weather ahead, which way would you like to go?" Obviously there is more to it that that, but I'm trying to point out that when it comes to thunderstorms there are no hard and fast rules. The situation Crossfield probably found himself in could have happened to any pilot at any skill level. I certainly would never second guess what happened or how he reacted to it. He simply found himself in a bad situation probably very quickly.

As far as SIGMET's go, ATC does usually issue those. But again, we don't know how quickly the storms developed, etc. (for those of us that live in the south during summer months...enough said).

posted April 28, 2006 06:37 PM               

I'm aware that it isn't ATC's job to vector an aircraft around a storm, and it is up to the pilot in command's discretion. When I said why didn't ATC vector him around the storm, I meant it in the premise if doing it by suggesting he do so. I guess I'm too used to talking to other pilots and left out what is usually obvious to us.

I just happened to see the radar that morning before the accident happened and these storms didn't just pop up.

I guess what I should have and meant to say is with the issuance of the Sigmet, why didn't they bother to mention at least the Sigmet and suggest or advise to deviate from his planned course. The NTSB report suggests that the Sigmet was issued prior to the accident and at least the comm with Atlanta ATC didn't mention it to him. If it was issued, why wasn't it mentioned? He was handled by 4 different sectors of ATC and flying IFR, they knew his route of travel from his flight plan that he filed.

posted April 29, 2006 06:27 AM               

Effects from these storms can sometimes go out to a radius of 50 miles or more from the storm center. The downdrafts can be so bad that you don't have enough power to overcome them. The turbulence caused by these up and downdrafts will throw an aircraft around like a leaf on the wind and can and will literally rip an aircraft apart.

posted April 29, 2006 07:40 AM               

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Funeral services for legendary aviator Scott Crossfield will be held at Arlington National Cemetery in Arlington, Virginia. The services are scheduled for 1:00 p.m. on August 15.

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posted April 29, 2006 09:50 AM               

For those who might not know, "Flight Service" refers to Flight Service Station (FSS), a nationwide system of air traffic facilities that provide a number of services for pilots including filing flight plans, providing notices to airmen (NOTAMs), and providing weather updates on request.

This reminds me of a story ...

I remember once in pilot training at Williams AFB, my primary flight instructor and I were preparing for a T-38 cross country. We were about to get the weather brief, and the IP pointed to the color weather radar screen and gave me some of the best advice I have ever received: "Don't fly into the colored s**t."

I want to make it clear here that I am not suggesting anything about Scott Crossfield's performance -- I try to make it a point not to criticize another pilot's decisions. You just never know for sure what the exact circumstances were unless you were there.

posted April 29, 2006 01:33 PM               

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Originally posted by Rick Boos:
August 15th? Why so long away Robert?

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posted April 29, 2006 10:08 PM               

Bottom line is Crossfield was too good to fly into a mess like that - knowingly - and we should all not lose sight of that.

Been too many people and "experts" (at least expert by assertion) lining up to sniff and say something about "I can't believe he flew into a storm".

posted April 30, 2006 11:14 PM               

Sometimes even great pilots get into difficult situations that the performance of their airplanes cannot get them out of -- I have seen fast moving, fast growing thunderstorms in the SE USA that would severely challenge the performance of many general aviation aircraft.

Godspeed and good tailwinds, Mr. Crossfield.

posted May 01, 2006 05:59 AM               

They knew these storms were there. Don't you think that 1 of the 4 sectors he worked with could have at least mentioned the Sigmet that said the conditions existed? Even the NTSB report brought up the fact that Atlanta ATC didn't mention the Sigmet. It was probably the only comm tape they had from his flight following with an ATC center. Don't you think the NTSB might have had the same thing in mind of why not? I think so or why would they have even brought that up in the report. If Atlanta or the other had mention the Sigmet, they certainly would have put it in the report, also. My view is that they had a question as to why they didn't mention it and view it as one of the failures along the way. Their whole report is a summation of what failed....that's what the NTSB does. Find out what failed to cause the accident and report it.

As I said before, I am also a pilot and know all the black and white and cut and dried rules that we work by. We don't have to give PIREPS (pilot reports) either, but the system is a whole lot better if we do. It doesn't cost any of us pilots or controllers to do a little extra and make the system work better. In this case somewhere it didn't and it failed one of our greatest icons and fabulous human beings besides. That's my thought and I'm sticking to it.

Those storms and conditions didn't just pop up like storms often do in the Southeast. They were there for quite some time causing the Sigmet to be issued and ATC knew it. Even if the storm wasn't painting their radar, they knew there was a Sigmet issued. The NTSB pointed it out that they didn't mention it. The NTSB must have thought they could or should have or they wouldn't have mentioned the fact that Atlanta didn't mention it.

posted May 03, 2006 09:02 PM               

The letter said: "Thank you for your interest in Scott Crossfield's long and accomplished career in aviation, and for requesting a photograph. We regret that your request could not be honored, as Mr. Crossfield passed away April 19th."

"He greatly appreciated receiving such requests and was always eager to acknowledge his admirere"

"Regards, the Crossfield Family."

God speed Scott!

posted May 07, 2006 10:56 AM            

By the time we got to the gate it was raining heavily and as we stepped off the plane we heard the horrifying sound of another aircraft (a DC-9) crashing through the trees. A sudden thunderstorm had developed over the field and they were pushed into the ground by one of the most powerful microbursts on record.

The NTSB found among many faults the fact that warnings of the severe weather were not passed along in a timely manner. Specifically one was issued on a frequency the crew had just left, and the new one they checked in on assumed they had the warning from the previous controller.

posted May 07, 2006 11:25 AM               

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Originally posted by John Youskauskas:
By the time we got to the gate it was raining heavily and as we stepped off the plane we heard the horrifying sound of another aircraft (a DC-9) crashing through the trees. A sudden thunderstorm had developed over the field and they were pushed into the ground by one of the most powerful microbursts on record.

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Do you have a location and approxmate date for this crash? I'd like to read the NTSB report for it.

posted August 15, 2006 05:54 PM               

There were many of Scott's friends there. . . among them, test pilots, military, and astronauts.

There was an hour of "visitation" at the administration building followed by the cassion procession to the Columbarium (place where ashes are interred). A four jet flyover caught me off guard. One jet peeled off.

I had been so fortunate to hear Scott lecturing about test piloting three times.

His name always projected positive memories.

posted July 22, 2007 02:06 PM               

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Air traffic controllers did not alert legendary test pilot Scott Crossfield that he was heading into a severe thunderstorm that is believed to have caused his plane to crash last year, killing the 84-year-old Herndon resident, according to an investigative report released yesterday.

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posted July 23, 2007 01:17 PM               

I think the FSS weather briefings were a lot better back then. Recently, the FSS (Flight Service Stations) have been going through some changes and our local Seattle station has moved to California. When we call for a briefing now, we get the most worthless bunch of information possible. It's easy to see that the briefer you talk to now has no clue about the local weather patterns and don't know the airports either. They just read information off the screen. I'm better off just doing my own briefing off Duats and not talking to anyone!

posted September 16, 2007 01:40 PM               

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A. Scott Crossfield was flying through thick clouds 10,000 feet above rugged Georgia wilderness when turbulence began to batter his single-engine plane.

The legendary test pilot, who, for a moment in history, was the fastest man alive, had cheated death many times. But not this time. An hour into a flight home from Alabama to Manassas Regional Airport, the Herndon resident plowed straight into an intense thunderstorm. He banked and tried to turn around. But it was too late.

"Atlanta," Crossfield calmly radioed to controllers, "this is Seven Nine X-ray. I'd like to deviate south. Weather." Those were his last known words.

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posted September 28, 2007 10:06 AM               

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Famed test pilot A. Scott Crossfield crashed and died last year in a small plane because he didn't request weather updates during his flight and an air traffic controller didn't warn him about severe thunderstorms in his path, the National Transportation Safety Board concluded yesterday.

The 84-year-old Herndon resident was returning from a speech in Alabama when he flew his single-engine Cessna into an intense storm over rugged Georgia terrain April 19, 2006, and crashed. No one else was aboard the plane.

The five-member safety board determined that the probable cause of the crash was "the pilot's failure to obtain updated en route weather information, which resulted in his continued instrument flight into a widespread area of severe convective activity, and the air traffic controller's failure to provide adverse weather avoidance assistance, as required by Federal Aviation Administration directives."

The board's decision was not a surprise. It released investigative reports late in July that detailed the controller's error and Crossfield's decision to fly in the face of looming poor weather.

The controller, Olin T. Hill, has declined to comment.

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