Piper PA-44-180 N3060K

Summary

On 30 May 2003 at about 18:05 local time, a Piper PA-44-180 registered N3060K, operated by Airline Transport Professionals Corporation of USA, was involved in an accident near Livermore, California, United States. 2 people were on board and nobody was injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

30 May 2003 at 18:05

Classification

Accident

Location

Livermore, California, United States

Nearest airport

Livermore Muni (LVK)

Coordinates

37.6933, -121.8203

Aircraft

Piper PA-44-180

Registration

N3060K

Category

Airplane

Engines

2

Operator

Airline Transport Professionals Corporation of USA

Operating rule

Part 91: General Aviation

Purpose of flight

Instructional

Phase of flight

Not recorded

Route

Livermore → Sacramento

Aircraft damage

Substantial

Weather

IMC

Light

Day

NTSB number

LAX03LA172

Nobody was injured.

the pilots acceptance of a clearance meant for another aircraft. Contributing to the accident was the failure of departure controller to detect the pilot's incorrect read back and the controllers improper radio technique, which increased the chances of call sign confusion.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The airplane collided with trees and rising terrain while on an instrument flight plan and in communication with Air Traffic Control (ATC). The instrument rated certified flight instructor (CFII) and pilot under instruction executed the Livermore One standard instrument departure (SID) and were initially cleared to 4,000 feet when they were given a takeoff clearance. After being switched to departure frequency, the CFII called departure control but did not receive a response. A short time later the departure controller issued a clearance to another aircraft to maintain 2,000 feet and a heading of 010 degrees. The CFII acknowledged this clearance with his airplane's abbreviated call sign and complied with the instructions. The ATC controller did not detect the incorrect read back. The airplane was in instrument meteorological conditions and below the radar acquisition altitude. The CFII saw terrain and trees at wing level directly ahead through breaks in the clouds, took control of the airplane, and made a hard climbing right turn. The CFII then reported to ATC that they had a collision with terrain and were climbing to 3,000 feet. The ATC controller responded and cleared them to 5,000 feet, then further cleared the flight to another airport where a successful landing was accomplished. The left wing leading edge, left aileron and left engine nacelle sustained substantial impact damage. Audition of the recorded air/ground communications tapes disclosed that the pilot of N3060K exclusively used the abbreviated call sign of 60K when communicating with ATC and the ATC controller's annunciation of call signs were often abbreviated, spoken quickly, and difficult to understand.

Quoted verbatim from the NTSB record.