Background
Atlantic Southeast Airlines Flight 2311 was a regularly scheduled commuter flight from Hartsfield–Jackson Atlanta International Airport to Glynco Jetport (now Brunswick Golden Isles Airport) in Brunswick, Georgia. On April 5, 1991, the flight crashed north of Brunswick while approaching the airport for landing. All 23 persons aboard were killed, including NASA astronaut Sonny Carter and former U.S. Senator John Tower. Four years later, another Embraer Brasilia operated by ASA crashed in the Georgia countryside under similar circumstances, with nine fatalities.
Aircraft
The aircraft involved was an Embraer EMB 120 Brasilia, registration N270AS, manufactured on November 30, 1990. It was equipped with two Pratt & Whitney Canada PW118 engines and Hamilton Standard 14RF-9 propellers. The aircraft received its U.S. standard airworthiness certificate on December 20, 1990, and had been in service less than four months, accumulating about 816 flying hours and 845 cycles prior to the accident. The maintenance logs noted only one deferred maintenance item: fuel leaking from the auxiliary power unit (APU) cowling; the circuit breaker for the APU had been pulled while awaiting spare parts. The aircraft was not equipped with a cockpit voice recorder or flight data recorder, as they were not required at the time.
Flight Crew
Captain Mark Friedline, aged 34, had been hired by Atlantic Southeast Airlines in May 1981. He was fully qualified on three different commercial aircraft, including the EMB-120, and had accumulated an estimated 11,724 total flying hours, of which 5,720 were in the EMB-120. Friedline was involved in the development and U.S. introduction of the EMB-120 and was trained by the manufacturer. An inspector described his aircraft systems knowledge as "extensive" and his pilot techniques as "excellent." First Officer Hank Johnston, aged 36, was hired in June 1988 and was a qualified flight instructor. His FAA first-class medical certificate had reverted to a second-class certificate due to more than six months since his last exam, which was adequate for his duties. He had about 3,925 total flying hours, including 2,795 in the EMB-120.
Accident
On the morning of the accident, the captain and first officer arrived at Dothan Regional Airport by taxi around 06:15 Eastern Standard Time. The taxi driver reported the crew was in good spirits and talkative. The crew first flew to Atlanta, then performed a round trip to Montgomery, Alabama, before returning to Atlanta. After this, they had a scheduled break of about two and a half hours, during which they were described as well-rested and talkative. Flight 2311 was initially scheduled to be operated by another EMB-120, N228AS, but due to mechanical problems, the flight was switched to N270AS, which had already flown four times that day with no reported issues. N270AS departed Atlanta at 13:47, 23 minutes behind schedule. The flight deviated slightly to avoid poor weather. Just after 14:48, the flight crew acknowledged to Jacksonville air route traffic control that the airport was in sight and were cleared for a visual approach to Glynco Jetport runway 7. The last transmission from Flight 2311 was an "in-range call" to the ASA manager at the airport on the company radio frequency.