CT> RB> ATC Personnel got involved in non-professional discussion,  should I
CT> RB> omit it or print it?  We usually omit that type on the CVR,  matter
CT>of
CT> RB> courtesy.
CT>        Logic would dictate that if it was pertinent to the accident or
CT>the states of mind of the ATC staff during and immediately after the
CT>accident, then it should be weighed with all the other facts.  If it was
CT>not pertinent (eg. a breakfast order.) then it could probably be safely
CT>omitted.  Shrouding facts behind a veil of courtesy is what some call a
CT>cover-up.
                                                         
   I will go ahead and print it.  I will try and give some
facts here rather than to go back and dig them out of the
files.
   1.  The accident happened on March 27, 1980. The "N" number
       was 456 LIMA. This aircraft had maintenance completed at
       Addison, Texas, a few days prior to this trip.  The item replaced
       was the Bleed Air unit which served the De-Icing boots.  It was a
       Yellow Tagged unit.
   2.  It was a New King Air 200 Aircraft Certificated
       under Part 91, which is for a 12,500 lb. aircraft
   3.  The King Air 200 is actually certified for flight at a max. gross
       takeoff wght of 15,000 lbs.  Foreign Governments and the Military
       fly it at the 15,000 lb. wght.
   4. The P-I-C of the King Air 200 was also the Chief Pilot for Lufkin
      Industries who owned it.              
   5. The Pilot and Co-Pilot arrived from Lufkin, Texas, about 10:30
      A.M.  They received the weather briefing for the round trip before
      they left Lufkin, Texas.
   6. On arrival in the Arapahoe Airport area they had to make an ILS
      Approach due to the low weather.  The weather at the time was
      temp. 32 degrees F. and light snow.
   7. The Flight had been scheduled to depart after about one hour
      ground time.  The passengers were not at the airport so the Pilot
      called the FSS and filed the return Flight Plan.  The FSS gave a
      WX briefing but no mention was made of a SIGMENT.
   8. The crew went to eat and returned.  The passengers had arrived,
      they refueled and prepared for the departure.  Part of the Prep.
      was to brush the snow off the wings and tail.  The Line Boy said
      the snow was not brushed off the fuselage.  NTSB later made an
      isssue of this.  A witness at mid field observed the King Air 200
      taxi south and he said there was no snow on the fuselage.  The
      reason the witness payed attention to the flight was due to the
      fact he also was getting ready to depart in a Falcon 10 and he was
      interested in where the King Air would get airborne and also the
      base of the clouds.  This witness/pilot kept his Falcon 10 in a
      hanger with a King Air 200 and he said he had watched this other
      King Air takeoff many times.  On this day the Pilot/Witness said
      that 456 LIMA made a normal takeoff.
    9.  The ATIS for Arapahoe did not mention icing.
   10.  Part 121 Flights in the area had alerted ATC to the icing
        situation below 11.0.  The worst icing being in the Kiowa area.
   11. During later investigation it was found there were layers and
       above 12.0 feet it was between layers.  Colorado Springs Airport
       did not have a icing problem below 12.0.  The Colorado Springs
       Tower has an intercom with the Denver area for Tower to Tower
       Clearances.  The line is hot all the time.
   12. No other aircraft in the Denver area had icing problems they
       could not handle on this date.
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Next message will be PART I of Lufkin 456 lima Transcript.
   6.
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