Custom Search

(/index.php/Main_Page)

(http://www.skybrary.aero/index.php/EUROCONTROL)

(http://www.skybrary.aero/index.php/ICAO)

(http://flightsafety.org/)

C130 / C27J, manoeuvring, near

Mackall AAF NC USA, 2014
Summary

On 1 December 2014, a night mid-air collision occurred in uncontrolled airspace between a

Lockheed C130H Hercules and an Alenia C27J Spartan conducting VFR training flights and on almost
reciprocal tracks at the same indicated altitude after neither crew had detected the proximity risk.
Substantial damage was caused but both aircraft were successfully recovered and there were no
injuries. The Investigation attributed the collision to a lack of visual scan by both crews, over
reliance on TCAS and complacency despite the inherent risk associated with night, low-level, VFR
operations using the Night Vision Goggles worn by both crews.

Event Details

When December 2014

Human Factors (/index.php/HF), Loss of Control

Actual or Potential
(/index.php/LOC), Loss of Separation
Event Type
(/index.php/LOS)

Day/Night Night

Flight Conditions VMC

Flight Details

Aircraft LOCKHEED AC-130 Spectre (/index.php/C130)

Operator USAF (/index.php?

title=USAF&action=edit&redlink=1)
Domicile

Type of Flight Military/State

Origin Pope Field (/index.php/KPOB)

Actual Destination Pope Field (/index.php/KPOB)

Take off Commenced Yes

Flight Airborne Yes

Flight Completed No

Flight Phase Manoeuvring

MNV (/index.php/MNV)

Flight Details

Aircraft Alenia C-27J Spartan (/index.php/C27J)

US Army (/index.php?
Operator
title=US_Army&action=edit&redlink=1)

Domicile

Type of Flight Military/State

KMEB (/index.php?
Origin
title=KMEB&action=edit&redlink=1)

KHFF (/index.php?
Actual Destination
title=KHFF&action=edit&redlink=1)

Take off Commenced Yes

Flight Airborne Yes

Flight Completed Yes

Flight Phase Manoeuvring

MNV (/index.php/MNV)
 Location

Approx. near Mackall AAF

General

Flight Crew Training,

Aircraft-aircraft collision,
Tag(s)
PIC less than 500 hours in Command on Type,
Copilot less than 500 hours on Type

HF

Distraction,
Tag(s)
Manual Handling

LOC

Temporary Control Loss,

Tag(s)
Collision Damage

LOS

Mid-Air Collision,
Military Aircraft involved,
Tag(s)
Uncontrolled Airspace,
VFR Aircraft Involved

EPR
 Tag(s) Emergency Evacuation,
“Emergency” declaration

Safety Net Mitigations

Malfunction of Relevant Safety Net Yes

TCAS Available but ineffective

Outcome

Damage or injury Yes

Aircraft damage Major

Causal Factor Group(s)

Aircraft Operation,
Group(s)
Aircraft Technical

Safety Recommendation(s)

Group(s) None Made

Investigation Type

Type Independent

Description
On 1 December 2014 a USAF C-130H Hercules (/index.php/C130) (T/N 88-4404)
operating as PAKR32 and a US Army C-27J Spartan (/index.php/C27J) (T/N 10-
27030) operating as GECKO33 had both departed Pope AAF on VFR
(/index.php/Visual_Flight_Rules_(VFR)) training missions. The C27 had just taken
off from an intermediate stop at Laurinburg-Maxton Airport. Approximately 8
miles south of Mackall AAF, they collided (/index.php/Mid-Air_Collision) in Class
‘G’ airspace (/index.php/Classification_of_Airspace) in night VMC
(/index.php/Visual_Meteorological_Conditions_(VMC)). Both aircraft declared
emergencies (/index.php/Emergency_Communications) and recovered to Pope
AAF and Mackall AAF respectively. There were no injuries to the total of thirteen
crew members on board the aircraft but there was extensive damage to both
aircraft.

Investigation
An Investigation was carried out by a USAF Accident Investigation Board (AIB).
Both aircraft DFDRs (/index.php/Flight_Data_Recorder_(FDR)) were downloaded
and radar recordings of the flight paths of the two aircraft were available. It was
noted that at the time of the collision all 6 pilots on the two flight decks were
wearing NVGs (/index.php/Night_Vision_Imaging_System_(NVIS)).

The C130 was scheduled for a local tactical training mission from Pope AAF. Its
flight crew included three pilots, one (MP3) in the left hand seat who was
upgrading to ‘Flight Lead’ status and had 1591 hours total flying experience
which included 780 hours in type, a co-pilot (MCP2) who had 539 hours total
flying experience, all on type and an Instructor/Evaluator Pilot (MIP2) who had
3692 total flying hours which included 1167 hours on type. These pilots had
recorded variable levels of experience in using NVGs
(/index.php/Night_Vision_Imaging_System_(NVIS)) ranging from 67 hours to 185
hours. The mission tasks included a High Velocity Container Delivery System
(HVCDS) airdrop followed by proficiency training for the Pilots at Pope AAF.

The C-27 was scheduled for a local training mission from Pope AAF. Its flight
crew also included three pilots, an Instructor Pilot (MP1) who had 5037 hours
total flying experience which included 424 on type, a Pilot (MP2) with 11,704
hours total flying experience which included 89 on type and an
Instructor/Evaluator Pilot (MIP1) who had 11,994 hours total flying experience
which included 138 hours on type. These pilots had recorded variable levels of
experience in using NVGs ranging from 95 hours to 632 hours. The Instructor
Pilot was undergoing NVG Instructor Pilot training and the Pilot was undergoing
NVG Pilot-in-Command training. Planned mission tasks included NVG traffic
patterns and two simulated airdrops with the Pilot flying in the left seat, then a
seat swap amongst the pilots followed by NVG traffic patterns and two more
simulated airdrops with the Instructor Pilot in the right hand seat acting as an
instructor.
The C27 took off first and during training circuits at an outfield, a TCAS
(/index.php/Airborne_Collision_Avoidance_System_(ACAS)) failure was
annunciated and this failure was subsequently confirmed by a loss of an ATC
secondary radar return. The C130 took off one hour after the C27 and about 45
minutes later, the Instructor/Evaluator Pilot visually acquired, unaided, what
appeared to be traffic at the same altitude as the C-130 flew south. A check of
the TCAS display showed traffic approximately seven miles away which
appeared to be flying near Laurinburg-Maxton Airport. Soon afterwards, the C27
Instructor Pilot occupying the right hand seat visually acquired traffic ahead at
approximately the same altitude and assessed it as no risk. The radar recording
showed the C-130 and an unidentified target corresponding to the C-27 passing
each other approximately 2.7 miles apart with statements to the Investigation
indicating that both aircraft had exercised ‘see-and-avoid
(/index.php/See_and_Avoid)’ at this time.

It was established that when the collision occurred, the C-130 had just
completed a visual ‘Container Delivery System’ airdrop as part of a local area
training mission and was exiting the Drop Zone (DZ) and levelling at 1500 feet
QNH on a heading of 193°. The Co-Pilot was acting as PF
(/index.php/Pilot_Flying_(PF)_and_Pilot_Monitoring_(PM)) and the Pilot was
acting as PM (/index.php/Pilot_Flying_(PF)_and_Pilot_Monitoring_(PM)) with the
Instructor/Evaluator Pilot occupying the supernumerary seat. The C-27 had just
taken off from Laurinburg-Maxton Airport with the Instructor/Evaluator Pilot in
the left hand seat and the Instructor Pilot in the right hand seat with the other
pilot in the supernumerary seat. It was level at 1500 feet QNH and on a heading
of 310° towards two waypoint DZs for simulated airdrops. The relative bearings
of the two aircraft remained constant for two minutes prior to the collision and
none of the pilots on either aircraft saw the opposing aircraft prior to impact.
However, momentarily prior to impact there was non-specific awareness of an
aircraft in the immediate vicinity by some members of the crew of both aircraft.
(/index.php/File:C130_C27J_Mackall_AAF_radar_snapshots.jpg)
Three radar snapshots showing (from left to right) the
relative positions of both aircraft at 50, 30 and 10
seconds prior to the collision. [Reproduced from the
Official Report]

The right wingtip of the C-27 contacted and damaged the right underside of the
C-130 at the nose gear door. The C27 then followed a path that detached the
flare dispenser hood from the C130 lower fuselage and continued beneath the
C-130’s right wing. Its vertical stabiliser passed immediately in front of the nose
of the C-130 and between the propeller arcs of the number 3 and number 4
engines of the C130. The vertical stabiliser then hit the front of the C-130’s right
external fuel tank and then hit the right hand side of the number 4 engine and
the wing leading edge in the vicinity of its engine mount. The C27 sustained
damage to its right aileron and rudder, but the aircraft could still be flown
normally with no abnormal control inputs from the pilot. The C130 sustained
impact damage to the vertical stabilizer, rudder, right outboard wing, right
aileron, and empennage on impact.
(/index.php/File:C130_C27J_Mackall_AAF_gr_tracks.jpg)
The ground tracks of the two
aircraft just prior to their collision.
[Reproduced from the Official
Report]

One second after impact, the C130 number 4 engine rpm began reducing rapidly
and the Pilot ordered its emergency shutdown. Movement of the number 4
engine Condition Lever to the ‘feather’ position did not result in the commanded
effect and significant drag (/index.php/Drag) was generated. The aircraft “turned
27 degrees right, climbed 519 feet and lost 49 knots of airspeed over the course
of one minute before the PF began to stabilise control of the aircraft”. Constant
airframe vibration which was significantly greater than anything previously
experienced by the crew was present until the malfunctioning engine and its
propeller had been secured.

Meanwhile, there were no noticeable changes to the performance of the C27, no

visible damage was detected and no systems were lost. However, it declared an
emergency and completed a landing at nearby Mackall AAF just over three
minutes after the collision had occurred and stopped on the runway where both
engines were shut down because of the unknown extent of damage sustained.
The C130 crew declared an emergency and decided to recover to Pope AAF. They
did not carry out a controllability check due to the unknown condition of the
aircraft and the extent of its ability to remain flyable. Twenty minutes after the
collision had occurred, a flapless landing at Pope AAF was made following flight
without further event. Once the aircraft had stopped, fuel could be see leaking
from the right wing and an emergency evacuation
(/index.php/Emergency_Evacuation_on_Land) was initiated. A subsequent
inspection of the runway found fuel and some pieces of the aircraft along the
length of the runway.

The Investigation subsequently confirmed that neither the IFF transponder

(/index.php/Transponder) nor the TCAS
(/index.php/Airborne_Collision_Avoidance_System_(ACAS)) on the C27 were
functioning prior to impact. It was determined that it was the absence of a
functioning C27 IFF transponder which had prevented the C-130 TCAS from
detecting the aircraft and the absence of a functioning TCAS due to this IFF
failure which had prevented the C27 from detecting the actively transmitting IFF
transponder of the C-130. It was found that the C27 had a history of intermittent
TCAS malfunctions with no corrective action having been pursued.

It was noted that the weather conditions and specifically the in-flight visibility
had played no part in the collision and that there had been 70% illumination
from the waxing gibbous moon under clear skies. In concluding that the
collision could be primarily attributed to the failure of both crews to perform
effective visual scanning (/index.php/Visual_Scanning_Technique), it was noted
that less can be seen at night than by day and human visual acuity is also
reduced at night so that a visual scan at night must be greater regardless of the
type of NVG being used. It was also noted that the NVG Field Of View (FOV) is
less than that of the naked eye and particularly reduces peripheral vision,
although the NVGs in use in both aircraft had a relatively good +/- 40° FOV.

In respect of structural restrictions on the FOV of the four pilots in the operating
crew seats at the time of the collision, it was noted that both aircraft flight deck
windshields consisted of segmented sections separated by window posts.
Whilst this increases the strength of the windshield during pressurised flight,
increases its resilience to bird strikes (/index.php/Bird_Strike) and reduces
maintenance costs and is a common feature in large aircraft, it impedes pilots’
ability to conduct an uninterrupted visual scan. As a consequence, pilots are
recommended to move their heads to see around blind spots caused by fixed
aircraft structures or even to manoeuvre the aircraft to facilitate their scans.

It was noted that the field of view of the C27 Instructor/Evaluator Pilot out of
the right side of the aircraft was significantly obscured by both large window
posts and the helmeted Instructor Pilot in the right hand seat. The latter’s
attention had been distracted (/index.php/Interruption_or_Distraction) as he was
looking down and to the left at the centre pedestal and even if he had been
scanning outside, his view would have been impeded by some of the same
aircraft structure. In the case of the C130, both the left and right seat pilots had
been scanning but their views had been partially obscured by window posts and
in the case of the right seat PF additionally by the combing-mounted Plan
Position Indicator (PPI). The PF was also intentionally directing his scan to the
right to clear for an imminent right turn. A general forward view of each
aircraft’s flight deck and the views from all four positions towards the side
where the opposite traffic was coming from are shown below.

(/index.php/File:C130_C27J_Mackall_AAF_windshields.jpg)
The Windshield of the C130 (left) and the C27 (right)
showing the effect of aircraft structure on the view
and in the case of the C130, the position of the PPI.
[Reproduced from the Official Report]
(/index.php/File:C130_C27J_Mackall_AAF_seat_views.jpg)
Left and right seat views in the direction of the
undetected opposite direction traffic. [Reproduced
from the Official Report]

The Cause of the accident was found to be “a breakdown in visual scan resulting
in insufficient clearing of the aircraft flight path by both aircrews”.

The following Additional Findings were also identified:

Both aircrews were over-reliant on TCAS to alert them to potential traffic

conflicts and concentrate their visual scan.
Both aircrews exhibited complacency (/index.php/Complacency) due to the
routine nature of the mission profiles, despite the inherent risk associated
with night, low-level, visual flight rules operations on Night Vision Goggles.
The visibility afforded by the C-27 is limited, presenting a considerably
obstructed view for the left-seat pilot who was flying, limiting his ability to
see the C-130 approaching from the right with sufficient time to avoid
collision.
The pilot flying from the left seat of the C-130 channelised his attention on
aircraft control resulting in a loss of situational awareness
(/index.php/Situational_Awareness) and breakdown of visual scan outside
the aircraft.
The Final Report (https://www.skybrary.aero/bookshelf/books/4486.pdf) of the
USAF AIB Investigation was approved on 12 March 2015 and subsequently made
available without restriction.

Related Articles
Mid-Air Collision (/index.php/Mid-Air_Collision)
Loss of Separation (/index.php/Loss_of_Separation)
Loss of Control (/index.php/Loss_of_Control)
See and Avoid (/index.php/See_and_Avoid)
Visual Scanning Technique (/index.php/Visual_Scanning_Technique)
Night Vision Imaging System (NVIS)
(/index.php/Night_Vision_Imaging_System_(NVIS))
Interruption or Distraction (/index.php/Interruption_or_Distraction)
Complacency (/index.php/Complacency)
Airborne Collision Avoidance System (ACAS)
(/index.php/Airborne_Collision_Avoidance_System_(ACAS))
Transponder (/index.php/Transponder)
Situational Awareness (/index.php/Situational_Awareness)
The Human Factors "Dirty Dozen"
(/index.php/The_Human_Factors_%22Dirty_Dozen%22)
Classification of Airspace (/index.php/Classification_of_Airspace)

Retrieved from "https://www.skybrary.aero/index.php?

title=C130_/_C27J,_manoeuvring,_near_Mackall_AAF_NC_USA,_2014&oldid=135052
(https://www.skybrary.aero/index.php?
title=C130_/_C27J,_manoeuvring,_near_Mackall_AAF_NC_USA,_2014&oldid=135052)"