Sunday, May 20, 2012

Mooney M20J/205 MSE, Sheridan Air LLC, N9154K: Accident occurred May 09, 2012 in Sterling, Pennsylvania

NTSB Identification: ERA12FA327
14 CFR Part 91: General Aviation
Accident occurred Wednesday, May 09, 2012 in Sterling, PA
Probable Cause Approval Date: 06/19/2013
Aircraft: MOONEY M20J, registration: N9154K
Injuries: 2 Fatal, 1 Serious.

NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

The pilot landed at the airport for the first time, and he and two passengers went to dinner with family members. They returned to the airport after dark for the return flight to the pilot’s home base. According to the surviving passenger, the pilot initiated the takeoff roll from a taxiway intersection and did not utilize the entire runway. The 2,478 foot-long runway had a 2.4 percent upslope in the takeoff direction, with a prominent hill and trees located past the departure end. The airplane became airborne at the runway numbers, which were just before the displaced threshold, and the stall warning horn sounded immediately after liftoff. The pilot attempted to climb above the trees; however, the left wing struck a tree, and the airplane crashed into the woods about 0.37 miles past the departure end of the runway. The airplane impacted the ground inverted and caught fire. Examination of the airframe and engine revealed no evidence of a pre-impact mechanical malfunction or failure. According to the aircraft manufacturer, the expected takeoff roll for the airplane at the time of the accident was about 1,490 feet on a level runway, given a gross weight at takeoff of 2,714 pounds. Maximum gross weight for the airplane was 2,900 pounds. 

The surviving passenger reported that the pilot did not utilize a checklist and did not complete any weight and balance calculations. The pilot should have aborted the takeoff when he realized he wasn’t going to liftoff in time to clear the trees.


The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s decision to take off on an uphill slope without utilizing the entire available runway, and his failure to abort the takeoff when he realized he wasn’t going to liftoff in time to clear the trees at the end of the runway.

"The Aerodrome Information was updated June 14, 2013."

HISTORY OF FLIGHT

On May 9, 2012, about 2225 eastern daylight time, a Mooney M20J, N9154K, was destroyed following a collision with trees and terrain after takeoff from Spring Hill Airport (70N), Sterling, Pennsylvania. The commercial pilot and one pilot-rated passenger were fatally injured and one passenger received serious injuries. The airplane was registered to a corporation and was operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Night visual meteorological conditions prevailed and an instrument flight rules flight plan was filed. The flight was originating at the time of the accident and was destined for Republic Airport, Farmingdale, New York (FRG).

The surviving passenger reported the following. He arrived at FRG earlier on the day of the accident for the flight with the pilot and the other passenger. He stated that he was in the aft seat at all times, the other passenger was in the right, cockpit seat at all times, and the pilot was in the left, cockpit seat at all times. The pilot performed all flight duties and the other passenger did not fly the airplane. The flight proceeded to Lancaster, Pennsylvania, where the pilot had the fuel tanks topped off. He did not recall the pilot performing any weight and balance calculations, nor did he observe him using a checklist at any time. He recalled that the pilot stated they were, “…a little overweight from Farmingdale.” 

During the flight, the pilot elected to land at 70N since it was closer to the other passenger’s parents, who were picking the group up for dinner. He stated that the pilot had not flown into 70N before. On the first attempt at a landing, the pilot acquired the runway late and commenced a go-around to lose altitude. An uneventful approach and landing were then made.

After dinner, the group returned to 70N for the return flight to FRG. The pilot was aware of the hill at the departure end of runway 23, since they had seen it in daylight hours during their arrival at 70N. After ground operations, the pilot taxied the airplane to runway 23. He lined up for takeoff at the intersection of the taxiway and runway 23; he did not back taxi to the end to utilize the entire runway. The pilot advanced the throttle to begin the takeoff roll. The runway lights were on and appeared normal. The airplane became airborne at the departure end numbers, just prior to the displaced threshold. Immediately after liftoff, the stall warning horn activated. The pilot was “unable to recover from the stall.” As the flight approached the trees at the end of the runway, the airplane began a turn to the left of the runway centerline. He could see the trees approaching, and estimated that the airplane was about three feet above the trees. The left wing struck a tree, and they “went down.” The airplane landed upside down, and caught fire immediately. He was able to climb out of a rear window that broke out during the impact. 

When asked about engine performance, the passenger stated, “I didn’t hear any problems with the engine at all.” Shortly before the crash, he recalled the front seat passenger asking the pilot, “Are we going to be OK?” to which the pilot answered, “I don’t think so.” He also stated that the wind was “very light” at the time of departure.

The father of the front seat passenger was interviewed after the accident. He stated that none of the occupants of the airplane had been to 70N before. The flight departed runway 23 from the intersection closest to the departure end of runway 5. He stated that all the taxiway lights and the runway beacon were working. 

A witness reported hearing the airplane's engine, followed by the sound of the airplane colliding with the trees and ground. She went outside her home and could see the wreckage on fire. The surviving passenger came running out of the woods, calling for help.

PERSONNEL INFORMATION

The pilot held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane. He reported a total flight experience of 272 hours on his commercial certificate application, dated July 11, 2011. The pilot’s personal flight logbook was not recovered.

AIRCRAFT INFORMATION

The airplane was a single engine, low wing, retractable gear airplane, serial number 24-3372. It was powered by a Lycoming IO-360 engine rated at 200 horsepower. 

The aircraft maintenance records were not recovered after the accident.

METEOROLOGICAL INFORMATION

The 2253 surface weather observation for Pocono Mountains Municipal Airport (MPO), Mount Pocono, Pennsylvania, reported wind from 310 degrees at 6 knots, visibility 10 nautical miles (nm) or better with light rain, few clouds at 7,000 feet, ceiling 9,000 feet broken, temperature 13 degrees C, dew point 7 degrees C, and altimeter setting 29.64 inches of mercury. Sunset was about 2008 and evening civil twilight was about 2039.

AERODROME INFORMATION

A lighted hill, about 29 feet high, was located about 201 feet beyond the runway 23 departure end. Runway 23 was 2,478 feet long, including a 400-foot displaced threshold at the departure end, and had a 2.4-percent upslope. All airport lighting was reportedly operational at the time of the accident.

The intersection of the taxiway and runway where the takeoff roll was initiated was about 200 feet from (beyond) the approach end of runway 23.

WRECKAGE AND IMPACT INFORMATION

The accident site was situated in a wooded area, about 0.37 nm southwest of the departure end of runway 23. The airplane wreckage was found inverted, on a heading of 090 degrees. All structural components of the airplane were located within the area of the main wreckage and there was no discernible wreckage path. A post-crash fire consumed a majority of the cockpit, cabin, and left wing. Several broken tree limbs were located adjacent to the wreckage; they exhibited smooth, angular cuts and black transfer marks.

The landing gear were found in the extended position and the wing flaps were found in the “takeoff” position. 

Flight control rod continuity was established from the burned cockpit area to the rudder, elevator, and ailerons. The left aileron control rod was intact and connected to the left aileron. The bracket holding the forward eyelet of the left aileron control rod was separated from the underlying structure. The right aileron control rod was broken immediately next to the aft eyelet. The fracture exhibited indications of an overload separation. The eyelet remained attached to the right aileron. The pilot and co-pilot control wheels were linked together via control rods.

The engine was removed from the firewall and examined at the accident site. The propeller remained attached to the engine. The exhaust system was partially impact-separated from the engine; it was removed and the heat shroud was removed from the cabin heater assembly and inspected. No exhaust gas residue was observed. The engine was separated from the airframe and was suspended by a chain using a front loading tractor and back hoe. All rocker covers and spark plugs were removed. The spark plugs displayed an extended service life and a color consistent with normal combustion when compared to a Champion Spark Plug wear guide. The engine was manually rotated using the propeller; suction and compression were observed on all cylinders. The valve rocker arms were observed rotating in a normal manner. The accessory gears were observed rotating. All cylinders were examined using a lighted bore scope; no defects were observed. Nothing was observed during the course of the examination that would have precluded this engine from making rated power prior to impact.

MEDICAL AND PATHOLOGICAL INFORMATION

Pilot

A postmortem examination of the pilot was performed at the offices of Forensic Associates of NE PA, Wayne Memorial Hospital, Honesdale, Pennsylvania, on May 11, 2012. The autopsy report noted the cause of death as “Multiple traumatic injuries secondary to airplane accident (pilot)” and the manner of death was “accidental.” The report stated that the pilot was dead when the fire erupted.

Forensic toxicology testing was performed on specimens of the pilot by the Federal Aviation Administration (FAA) Bioaeronautical Sciences Research Laboratory (CAMI), Oklahoma City, Oklahoma. The CAMI toxicology report indicated no carbon monoxide, cyanide, ethanol, or drugs.

Pilot-rated Passenger

A postmortem examination of the pilot-rated passenger, seated in the right cockpit seat, was performed at the offices of Forensic Associates of NE PA, Wayne Memorial Hospital, Honesdale, Pennsylvania, on May 11, 2012. The autopsy report noted the cause of death as “Combined effects of smoke inhalation with carbon monoxide poisoning and pulmonary edema and heat secondary to airplane crash and fire” and the manner of death was “accidental.” 

Forensic toxicology testing was performed on specimens of the pilot by the Federal Aviation Administration (FAA) Bioaeronautical Sciences Research Laboratory (CAMI), Oklahoma City, Oklahoma. The CAMI toxicology report indicated 19 percent carbon monoxide in the blood. No cyanide or drugs were detected in the blood. The blood was unsuitable for analysis for ethanol.

TESTS AND RESEARCH

Aircraft weight and takeoff performance was estimated using for the prevailing conditions at 70N at the time of the accident. According to the aircraft manufacturer, the expected takeoff roll for the airplane at the time of the accident was about 1,490 feet on a level runway, given a gross weight at takeoff of 2,714 pounds. Maximum gross weight for the airplane was 2,900 pounds. Runway 23 had a 2.4-percent upslope. The aircraft manufacturer did not have performance charts that incorporated runway upslope.


 NTSB Identification: ERA12FA327 
14 CFR Part 91: General Aviation
Accident occurred Wednesday, May 09, 2012 in Sterling, PA
Probable Cause Approval Date: 06/19/2013
Aircraft: MOONEY M20J, registration: N9154K
Injuries: 2 Fatal,1 Serious.

NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

The pilot landed at the airport for the first time, and he and two passengers went to dinner with family members. They returned to the airport after dark for the return flight to the pilot’s home base. According to the surviving passenger, the pilot initiated the takeoff roll from a taxiway intersection and did not utilize the entire runway. The 2,478 foot-long runway had a 2.4 percent upslope in the takeoff direction, with a prominent hill and trees located past the departure end. The airplane became airborne at the runway numbers, which were just before the displaced threshold, and the stall warning horn sounded immediately after liftoff. The pilot attempted to climb above the trees; however, the left wing struck a tree, and the airplane crashed into the woods about 0.37 miles past the departure end of the runway. The airplane impacted the ground inverted and caught fire. Examination of the airframe and engine revealed no evidence of a pre-impact mechanical malfunction or failure. According to the aircraft manufacturer, the expected takeoff roll for the airplane at the time of the accident was about 1,490 feet on a level runway, given a gross weight at takeoff of 2,714 pounds. Maximum gross weight for the airplane was 2,900 pounds.

The surviving passenger reported that the pilot did not utilize a checklist and did not complete any weight and balance calculations. The pilot should have aborted the takeoff when he realized he wasn’t going to liftoff in time to clear the trees.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot’s decision to take off on an uphill slope without utilizing the entire available runway, and his failure to abort the takeoff when he realized he wasn’t going to liftoff in time to clear the trees at the end of the runway.


"The Aerodrome Information was updated June 14, 2013."

HISTORY OF FLIGHT

On May 9, 2012, about 2225 eastern daylight time, a Mooney M20J, N9154K, was destroyed following a collision with trees and terrain after takeoff from Spring Hill Airport (70N), Sterling, Pennsylvania. The commercial pilot and one pilot-rated passenger were fatally injured and one passenger received serious injuries. The airplane was registered to a corporation and was operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Night visual meteorological conditions prevailed and an instrument flight rules flight plan was filed. The flight was originating at the time of the accident and was destined for Republic Airport, Farmingdale, New York (FRG).

The surviving passenger reported the following. He arrived at FRG earlier on the day of the accident for the flight with the pilot and the other passenger. He stated that he was in the aft seat at all times, the other passenger was in the right, cockpit seat at all times, and the pilot was in the left, cockpit seat at all times. The pilot performed all flight duties and the other passenger did not fly the airplane. The flight proceeded to Lancaster, Pennsylvania, where the pilot had the fuel tanks topped off. He did not recall the pilot performing any weight and balance calculations, nor did he observe him using a checklist at any time. He recalled that the pilot stated they were, “…a little overweight from Farmingdale.”

During the flight, the pilot elected to land at 70N since it was closer to the other passenger’s parents, who were picking the group up for dinner. He stated that the pilot had not flown into 70N before. On the first attempt at a landing, the pilot acquired the runway late and commenced a go-around to lose altitude. An uneventful approach and landing were then made.

After dinner, the group returned to 70N for the return flight to FRG. The pilot was aware of the hill at the departure end of runway 23, since they had seen it in daylight hours during their arrival at 70N. After ground operations, the pilot taxied the airplane to runway 23. He lined up for takeoff at the intersection of the taxiway and runway 23; he did not back taxi to the end to utilize the entire runway. The pilot advanced the throttle to begin the takeoff roll. The runway lights were on and appeared normal. The airplane became airborne at the departure end numbers, just prior to the displaced threshold. Immediately after liftoff, the stall warning horn activated. The pilot was “unable to recover from the stall.” As the flight approached the trees at the end of the runway, the airplane began a turn to the left of the runway centerline. He could see the trees approaching, and estimated that the airplane was about three feet above the trees. The left wing struck a tree, and they “went down.” The airplane landed upside down, and caught fire immediately. He was able to climb out of a rear window that broke out during the impact.

When asked about engine performance, the passenger stated, “I didn’t hear any problems with the engine at all.” Shortly before the crash, he recalled the front seat passenger asking the pilot, “Are we going to be OK?” to which the pilot answered, “I don’t think so.” He also stated that the wind was “very light” at the time of departure.

The father of the front seat passenger was interviewed after the accident. He stated that none of the occupants of the airplane had been to 70N before. The flight departed runway 23 from the intersection closest to the departure end of runway 5. He stated that all the taxiway lights and the runway beacon were working.

A witness reported hearing the airplane's engine, followed by the sound of the airplane colliding with the trees and ground. She went outside her home and could see the wreckage on fire. The surviving passenger came running out of the woods, calling for help.

PERSONNEL INFORMATION

The pilot held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane. He reported a total flight experience of 272 hours on his commercial certificate application, dated July 11, 2011. The pilot’s personal flight logbook was not recovered.

AIRCRAFT INFORMATION

The airplane was a single engine, low wing, retractable gear airplane, serial number 24-3372. It was powered by a Lycoming IO-360 engine rated at 200 horsepower.

The aircraft maintenance records were not recovered after the accident.

METEOROLOGICAL INFORMATION

The 2253 surface weather observation for Pocono Mountains Municipal Airport (MPO), Mount Pocono, Pennsylvania, reported wind from 310 degrees at 6 knots, visibility 10 nautical miles (nm) or better with light rain, few clouds at 7,000 feet, ceiling 9,000 feet broken, temperature 13 degrees C, dew point 7 degrees C, and altimeter setting 29.64 inches of mercury. Sunset was about 2008 and evening civil twilight was about 2039.

AERODROME INFORMATION

A lighted hill, about 29 feet high, was located about 201 feet beyond the runway 23 departure end. Runway 23 was 2,478 feet long, including a 400-foot displaced threshold at the departure end, and had a 2.4-percent upslope. All airport lighting was reportedly operational at the time of the accident.

The intersection of the taxiway and runway where the takeoff roll was initiated was about 200 feet from (beyond) the approach end of runway 23.

WRECKAGE AND IMPACT INFORMATION

The accident site was situated in a wooded area, about 0.37 nm southwest of the departure end of runway 23. The airplane wreckage was found inverted, on a heading of 090 degrees. All structural components of the airplane were located within the area of the main wreckage and there was no discernible wreckage path. A post-crash fire consumed a majority of the cockpit, cabin, and left wing. Several broken tree limbs were located adjacent to the wreckage; they exhibited smooth, angular cuts and black transfer marks.

The landing gear were found in the extended position and the wing flaps were found in the “takeoff” position.

Flight control rod continuity was established from the burned cockpit area to the rudder, elevator, and ailerons. The left aileron control rod was intact and connected to the left aileron. The bracket holding the forward eyelet of the left aileron control rod was separated from the underlying structure. The right aileron control rod was broken immediately next to the aft eyelet. The fracture exhibited indications of an overload separation. The eyelet remained attached to the right aileron. The pilot and co-pilot control wheels were linked together via control rods.

The engine was removed from the firewall and examined at the accident site. The propeller remained attached to the engine. The exhaust system was partially impact-separated from the engine; it was removed and the heat shroud was removed from the cabin heater assembly and inspected. No exhaust gas residue was observed. The engine was separated from the airframe and was suspended by a chain using a front loading tractor and back hoe. All rocker covers and spark plugs were removed. The spark plugs displayed an extended service life and a color consistent with normal combustion when compared to a Champion Spark Plug wear guide. The engine was manually rotated using the propeller; suction and compression were observed on all cylinders. The valve rocker arms were observed rotating in a normal manner. The accessory gears were observed rotating. All cylinders were examined using a lighted bore scope; no defects were observed. Nothing was observed during the course of the examination that would have precluded this engine from making rated power prior to impact.

MEDICAL AND PATHOLOGICAL INFORMATION

Pilot

A postmortem examination of the pilot was performed at the offices of Forensic Associates of NE PA, Wayne Memorial Hospital, Honesdale, Pennsylvania, on May 11, 2012. The autopsy report noted the cause of death as “Multiple traumatic injuries secondary to airplane accident (pilot)” and the manner of death was “accidental.” The report stated that the pilot was dead when the fire erupted.

Forensic toxicology testing was performed on specimens of the pilot by the Federal Aviation Administration (FAA) Bioaeronautical Sciences Research Laboratory (CAMI), Oklahoma City, Oklahoma. The CAMI toxicology report indicated no carbon monoxide, cyanide, ethanol, or drugs.

Pilot-rated Passenger

A postmortem examination of the pilot-rated passenger, seated in the right cockpit seat, was performed at the offices of Forensic Associates of NE PA, Wayne Memorial Hospital, Honesdale, Pennsylvania, on May 11, 2012. The autopsy report noted the cause of death as “Combined effects of smoke inhalation with carbon monoxide poisoning and pulmonary edema and heat secondary to airplane crash and fire” and the manner of death was “accidental.”

Forensic toxicology testing was performed on specimens of the pilot by the Federal Aviation Administration (FAA) Bioaeronautical Sciences Research Laboratory (CAMI), Oklahoma City, Oklahoma. The CAMI toxicology report indicated 19 percent carbon monoxide in the blood. No cyanide or drugs were detected in the blood. The blood was unsuitable for analysis for ethanol.

TESTS AND RESEARCH

Aircraft weight and takeoff performance was estimated using for the prevailing conditions at 70N at the time of the accident. According to the aircraft manufacturer, the expected takeoff roll for the airplane at the time of the accident was about 1,490 feet on a level runway, given a gross weight at takeoff of 2,714 pounds. Maximum gross weight for the airplane was 2,900 pounds. Runway 23 had a 2.4-percent upslope. The aircraft manufacturer did not have performance charts that incorporated runway upslope.



Susan Grieco/Herald 
The body of Patrick Sheridan was carried from St. Ignatius Martyr Church after Sheridan’s funeral service on Tuesday.


Long Beach resident Patrick Sheridan, an aviation student at SUNY Farmingdale, was killed in a plane crash on May 9 in Pennsylvania.

Hundreds of people turned out on Tuesday morning to say goodbye to Patrick Sheridan, a Long Beach resident and Farmingdale State College aviation student who died in a plane crash on May 9, at age 34.

“These are my aunt Rose’s words: Patrick has left us too soon,” said Sheridan’s cousin Doreen Cooper, referring to Patrick’s mother, Rosemary. “He had a dream to become a pilot, which he did accomplish. He left us doing what he loved best — flying.”

According to the National Transportation Safety Board, the crash occurred shortly after 10:30 p.m. last Wednesday. After taking off from Spring Hill Airport in Sterling, Pa., the plane, a four-seat, single-engine Mooney M20J with Sheridan at the controls, crashed in Wayne County, in northeastern Pennsylvania. Sheridan and Casey Falconer, 19, of Garden City Park, were killed and a third passenger, Evan Kisseloff, 21, of Oceanside, was injured but survived. Kisseloff took part in Farmingdale’s commencement ceremony last Saturday, which honored the two dead students.

“As far as the campus mood, there have been a lot of tears here,” Patrick Calabria, Farmingdale’s vice president for institutional advancement, said last Friday. “We’re devastated — especially students in the aviation program who knew the students who were killed … I didn’t know Patrick personally, but I’m told he just loved flying, that it was his dream.”

The flight the students took was not associated with any college program, the school said. They were apparently on their way to visit Falconer’s family in Pennsylvania. Sheridan was a licensed pilot.

According to Peter Knudson, a spokesman for the NTSB, the agency is investigating the accident. A preliminary report was expected to be made available on the NTSB website this week, but it will be a year before a final report is released, Knudson said.

The plane was registered to Sheridan Air LLC, which lists Sheridan as the owner and an address on Tennessee Avenue in Long Beach, where his mother lives. According to his Facebook profile, Sheridan was a 1996 graduate of Long Beach High School and attended Nassau Community College. He founded Sheridan Air last May, and was a senior at SUNY Farmingdale.

“Our campus is in shock, and we are all trying to come to grips with this tragedy,” said Calabria. “Our hearts are with the family and friends of the two students who died. President [W. Hubert] Keen has released a message to the entire campus community and has reached out to the families of the victims to offer whatever comfort and support is needed, as well as to the student who survived.”

St. Ignatius Martyr Church was filled with mourners at Tuesday’s 10 a.m. funeral mass, with many people wiping away tears.

“She was devastated,” Deacon Tom Evrard said of Sheridan’s mother, a widow who raised Patrick and his brother, Phillip, after their father died unexpectedly about 30 years ago. “But she’s at peace. She’s very religious and she works very hard for the church.”

Evrard said that Rosemary Sheridan is involved in a number of outreach programs at St. Ignatius. “‘Woman of the church,’ they call her,” he said. “She’s a very holy, prayerful person.”

Neither Rosemary nor Phillip Sheridan spoke during the funeral service, but Patrick’s cousin Dan McCormack recalled fond memories. “He was a good kid, and he was always on an adventure somewhere, always on the run, and it’s very sad that he had to go so early,” McCormack said. “I’m going to miss him.”

McCormack, who played bagpipes outside the church before and after the mass to honor the family’s Irish heritage, said that Sheridan was always “doing his own thing,” and his mother said that he frequently invited neighbors to fly with him.

“He saw and visited more places in a very short time,” said Cooper. “He was looking for something. He will be missed, but I believe he is in a far better place today and he is at peace. He is fulfilled.”

Alex Costello and Anthony Rifilato contributed to this story.

NTSB Identification: ERA12FA327
14 CFR Part 91: General Aviation
Accident occurred Wednesday, May 09, 2012 in Sterling, PA
Aircraft: MOONEY M20J, registration: N9154K
Injuries: 2 Fatal,1 Serious.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.  

On May 9, 2012, about 2225 eastern daylight time, a Mooney M20J, N9154K, was substantially damaged following a collision with trees and terrain after takeoff from Spring Hill Airport (70N), Sterling, Pennsylvania. The certificated commercial pilot and one pilot-rated passenger were fatally injured and one passenger received serious injuries. The airplane was registered to a corporation and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Night visual meteorological conditions prevailed and an instrument flight rules flight plan was filed. The flight was originating at the time of the accident and was destined for Republic Airport, Farmingdale, New York (FRG).

Reportedly, the flight arrived at 70N earlier in the evening after refueling at Lancaster, Pennsylvania (LNS). After the pilot and passengers returned to the airport, the flight departed on runway 23. Radio and radar contact with air traffic control was not established. The airplane crashed about 0.37 nautical miles southwest of the departure end of runway 23.

An initial examination of the wreckage revealed the following. The accident site was situated in a wooded area. The airplane wreckage was found inverted, on a heading of 090 degrees. All structural components of the airplane were located within the area of the main wreckage. A post-crash fire consumed a majority of the cockpit, cabin, and left wing. The landing gear were found in the extended position and the wing flaps were found in the takeoff position.

A lighted hill, about 29 feet high, was located about 201 feet from the runway end. Runway 23 had a 2.4-percent upslope. All airport lighting was reportedly operational at the time of the accident.

A witness reported hearing the airplane's engine, followed by the sound of the airplane colliding with the trees and ground. She went outside her home and could see the wreckage on fire. The surviving passenger came running out of the woods, calling for help.