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Piedmont Airlines Flight 22
	The crash site of Piedmont Airlines Flight 22
Accident
Date	July 19, 1967
Summary	Mid-air collision
Site	Hendersonville, North Carolina
Total fatalities	82
Total survivors	0
First aircraft
	; N68650, the aircraft involved in the accident, seen in 1966
Type	Boeing 727-22
Name	Manhattan Pacemaker
Operator	Piedmont Airlines
IATA flight No.	PI22
ICAO flight No.	PAI22
Call sign	PIEDMONT 22
Registration	N68650
Flight origin	Asheville Regional Airport; Asheville, North Carolina
Destination	Roanoke Regional Airport; Roanoke, Virginia
Occupants	79
Passengers	74
Crew	5
Fatalities	79
Survivors	0
Second aircraft
	; A Cessna 310 similar to the accident aircraft
Type	Cessna 310
Operator	Lanseair Inc.
Call sign	21 SIERRA
Registration	N3121S
Occupants	3
Passengers	2
Crew	1
Fatalities	3
Survivors	0

Piedmont Airlines Flight 22 was a Piedmont Airlines Boeing 727-22 that collided with a twin-engine Cessna 310 on July 19, 1967, over Hendersonville, North Carolina, United States.^[2] Both aircraft were destroyed and all passengers and crew were killed,^[2] including John T. McNaughton, an advisor to U.S. Secretary of Defense Robert McNamara. The aircraft were both operating under instrument flight rules and were in radio contact with the Asheville control tower, though on different frequencies. The accident investigation was the first of a major scale conducted by the newly created National Transportation Safety Board. A review of the investigation conducted 39 years after the accident upheld the original findings that had placed primary responsibility on the Cessna pilot.^[2]

Flight and crash

Piedmont Flight 22 took off from Asheville Regional Airport's Runway 16 at 11:58 a.m. for a 35-minute IFR flight to Roanoke, Virginia under the command of captain Raymond F. Schulte (49), first officer Thomas C. Conrad (30), and flight engineer Lawrence C. Wilson (37). While the Boeing 727 was still on its takeoff roll, John D. Addison (48), the pilot of the Cessna 310 N3121S, reported: "Two one Sierra just passed over the VOR, we're headed for the ... for .. ah .. Asheville now." The approach controller then cleared the Cessna to descend and maintain 6,000 feet (1,800 m). At 11:59:44, the controller cleared Flight 22 to "... climb unrestricted to the VOR, report passing the VOR" and then cleared the Cessna for an approach to Runway 16. At 12:01, the 727 was still climbing when it collided with the Cessna just aft of the 727's cockpit at an altitude of 6,132 feet (1,869 m), causing its disintegration.^[2] Many witnesses reported that the sound of the collision resembled that of a jet breaking the sound barrier.^[3] The 727 rolled onto its back and crashed vertically into an area known as Camp Pinewood, exploding on impact.^[3]

Original investigation

The accident became the first involving a major airline to be investigated by the National Transportation Safety Board (NTSB), newly formed to replace the Civil Aeronautics Board. The NTSB's report placed the primary responsibility for the accident on the Cessna pilot, while citing air traffic control procedures as a contributing factor, and recommended a review of minimum pilot skill levels required for IFR flight.^[2]

Controversy and new investigation

In 2006, 39 years after the accident, the NTSB reopened the investigation to review possible irregularities identified by Paul Houle, a former military traffic-accident investigator and historian who spent several years studying the accident. Houle alleged the following problems with the NTSB's original investigation:

The original report omitted the fact that the Cessna pilot had properly reported his heading, which should have alerted air traffic control to a potential conflict between the two planes. The report claims that a four-second pause occurred at that point, but the transcript shows no such pause.^[2]
The original report does not mention a fire in a cockpit ashtray aboard the 727 that occupied the attention of the crew for the 35 seconds before the collision, as evidenced by the cockpit voice recorder transcript.^[2]
The lead NTSB investigator had an apparent conflict of interest, as his brother was a vice president and director of Piedmont Airlines, according to court testimony from 1968.^[2]

Houle also mentioned that at the time, the newly formed NTSB was not fully independent of the Federal Aviation Administration (FAA), as both reported to the Department of Transportation. Houle claimed that these conflicts of interest led the NTSB to avoid citing either Piedmont or FAA controllers as the primary causes of the accident.

In February 2007, the NTSB reported that it had upheld its original findings, reconfirming the probable cause that it had assessed in 1968. In a letter to Houle, NTSB chairman Mark Rosenker wrote that the board had voted 3–1 that Houle's arguments were unsubstantiated.