NTSB Identification: ERA14LA006
14 CFR Part 91: General Aviation
Accident occurred Thursday, October 10, 2013 in Hampton Roads, VA
Probable Cause Approval Date: 01/05/2016
Aircraft: CESSNA 340A, registration: N4TK
Injuries: 4 Fatal.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
The instrument-rated pilot was on a cross-country flight. According to air traffic control records, an air traffic controller provided the pilot vectors to an intersection to fly a GPS approach. Federal Aviation Administration radar data showed that the airplane tracked off course of the assigned intersection by 6 nautical miles and descended 800 ft below its assigned altitude before correcting toward the initial approach fix. The airplane then crossed the final approach fix 400 ft below the minimum crossing altitude and then continued to descend to the minimum descent altitude, at which point, the pilot performed a missed approach. The missed approach procedure would have required the airplane to make a climbing right turn to 2,500 ft mean sea level (msl) while navigating southwest back to the intersection; however, radar data showed that the airplane flew southeast and ascended and descended several times before leveling off at 2,800 ft msl. The airplane then entered a right 360-degree turn and almost completed another circle before it descended into terrain. Examination of the wreckage revealed no evidence of any preimpact mechanical malfunctions or failures. During the altitude and heading deviations just before impact, the pilot reported to an air traffic controller that adverse weather was causing the airplane to lose “tremendous” amounts of altitude; however, weather radar did not indicate any convective activity or heavy rain at the airplane’s location. The recorded weather at the destination airport about the time of the accident included a cloud ceiling of 400 ft above ground level and visibility of 3 miles.
Although the pilot reported over 4,000 total hours on his most recent medical application, the investigation could not corroborate those reported hours or document any recent or overall actual instrument experience. In addition, it could not be determined whether the pilot had experience using the onboard GPS system, which had been installed on the airplane about 6 months before the accident; however, the accident flight track is indicative of the pilot not using the GPS effectively, possibly due to a lack of proficiency or familiarity with the equipment.
The restricted visibility and precipitation and maneuvering during the missed approach would have been conducive to the development of spatial disorientation, and the variable flightpath off the intended course was consistent with the pilot losing airplane control due to spatial disorientation.
Toxicological tests detected ethanol and other volatiles in the pilot’s muscle indicative of postmortem production.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s failure to maintain airplane control due to spatial disorientation in low-visibility conditions while maneuvering during a missed approach. Contributing to the accident was the pilot’s ineffective use of the onboard GPS equipment.
HISTORY OF FLIGHT
On October 10, 2013, about 1209 eastern daylight time, a Cessna 340A, N4TK, collided with the ground while maneuvering in the vicinity of Hampton Roads Executive Airport (PVG), Norfolk, Virginia. The commercial pilot and three passengers were fatally injured. The airplane was located in a marsh area and was destroyed by impact forces. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Instrument meteorological conditions (IMC) prevailed and an instrument flight rules (IFR) flight plan was filed. The flight originated from Fort Lauderdale Executive (FXE), Fort Lauderdale, Florida, about 0743. This accident occurred during a government shutdown, and the National Transportation Safety Board and Federal Aviation Administration (FAA) did not travel to examine the wreckage at the accident scene.
According air traffic control (ATC) radio communication information and radar data provided by the Federal Aviation Administration, about 1144 the flight was cleared for the GPS RWY 10 instrument approach at PVG. During the arrival segment of the approach the flight tracked off course by 6 nm, paralleling the direction of the final approach course, before correcting and proceeding toward the initial approach fix.
The airplane crossed PEFOC, the final approach fix, at 1,200 feet msl. The published minimum altitude for crossing PEFOC was 1,600 feet msl. The published minimum descent altitude (MDA) for the approach when utilizing only lateral GPS guidance was 420 feet msl. The pilot flew the approach and descended the airplane to the approximate MDA according to radar data.
The flight reached the missed approach point and, based on weather radar data, began the missed approach and flew southeast, into an area showing no precipitation. The published missed approach procedure was a climbing right turn to 2,500 feet while navigating direct to PSALM, which was located generally southwest of the airport. Radar data showed the flight's altitude varied drastically during the initial part of the missed approach.
At 12:04:59, the flight began a descent from 1,100 feet to 700 feet msl; then made an abrupt right turn and began to climb. At 12:05:31, the flight started a decent from 1,600 feet to 1,000 feet and turned about 45 degrees back to the left, away from the correct direction. During this time, ATC attempted to contact the pilot four times, and received no response. The flight continued on an approximate 155-degree magnetic track, and gradually climbed to 2,700 feet msl. At 12:07:13 the flight began to turn to the right and began descending, and descended from 2,700 feet to 1,600 feet msl. During the descent, the flight's ground speed increased from 151 to 214 knots. The flight then abruptly climbed, and the ground speed decreased from 214 knots to 140 knots, before leveling at 2,800 feet msl. The ground speed continued decreasing to 107 knots, and about that time the pilot radioed ATC and requested an airport with greater than "500 feet visibility."
The controller provided weather information for the Norfolk International Airport (ORF), Norfolk, Virginia, which was 12 nm northeast of the pilot's position. During this transmission, the airplane's rate of decent, ground speed, and rate of turn all increased. When ATC personnel queried the pilot about whether to go to ORF, the pilot responded, "Standby, we're fighting some bad weather, and it's causing us to lose altitude tremendously."
At 12:09:08, the flight maintained a constant rate of turn, from about a track of about 030 to 231 degrees. Between 12:08:26 and 12:09:08, the airplane's ground speed increased from 107 knots to 225 knots. Radar data showed the final descent from 2,800 feet to 1,200 feet msl, which was the last radar return from the flight.
PERSONNEL INFORMATION
The pilot, age 61, held a commercial pilot certificate, and according to his most recent application for an FAA medical certificate, dated June 3, 2013, he reported a total of 4,256 flight hours. The pilot was issued a second-class medical certificate with limitations requiring the use of corrective lenses. A review of partial copies of the pilot's logbook revealed that he had accumulated a total of 6.4 flight hours as of September 21, 2013. No flight hour totals from previous logbooks were carried forward into the logbook examined, and none of the pilot's previous logbooks were recovered.
According to the logbook, on September 13, 2013, the pilot received a "sign off" from a certificated flight instructor in the accident airplane. During a telephone interview, the flight instructor stated that the pilot handled the airplane "well," and that pilot had previous flight experience the accident airplane make and model. The flight instructor finally noted that their flight did not include instrument procedures and that the pilot did not have previous experience operating the airplane's Garmin GTN-750 GPS.
The pilot's instrument currency could not be established due to the limited amount of information contained within the recovered logbook. In a telephone conversation with a representative of the pilot's insurance carrier, the representative noted that the pilot had provided some information about his flight experience in an insurance policy application dated September 11, 2013. On that application the pilot reported a total time of 5,541 hours, 3,076 hours multi-engine, 600 hours in the accident airplane make and model, and 40 hours in the last 90 days.
AIRCRAFT INFORMATION
The twin-engine airplane was manufactured in 1979, and was powered by two Continental model TSIO-520 series engines equipped with Hartzell PHC-C3YF-2UF propellers. Review maintenance records showed an annual inspection was completed on April 30, 2013, at a recorded airframe total time of 4,045.20 hours. The altimeters, automatic pressure altitude reporting equipment, ATC transponder and static pressure system were all tested on May 17, 2012, and were found compliant with regulations that governed the units. The airplane was equipped with a Garmin GTN-750 navigation system that was also installed at the time of the inspection.
METEOROLOGICAL INFORMATION
The recorded weather at the Chesapeake Regional Airport (CPK), Norfolk, Virginia, located 4.21 miles from the accident site at an elevation of 19 feet, at 1155, included calm wind, 7 statute miles visibility, light rain, a broken ceiling at 600 feet above ground level (agl), overcast skies at 1,100 feet agl, temperature of 21 degrees Celsius (C), dew point temperature of 20 degrees C, and an altimeter setting of 29.88 inches of mercury.
The conditions at 1235 included calm wind, 5 statute miles visibility, light rain, an overcast ceiling at 600 feet agl, temperature of 21degrees C, dew point temperature of 21 degrees C, and an altimeter setting of 29.87 inches of mercury.
The PVG reported weather conditions at 1135 located 6.58 miles from the accident site at an elevation of 28 feet, included wind from 360 degrees at 8 knots, varying in direction between 320 and 020 degrees, 3 statute miles visibility, an overcast ceiling at 400 feet agl, temperature of 19 degrees C, dew point temperature of 18 degrees C, and an altimeter setting of 29.92 inches of mercury.
The PVG reported weather conditions at 1235 were winds from 360 degrees at 7 knots with gusts to 17 knots, wind variable between 330 and 030 degrees, 9 miles visibility, an overcast ceiling at 500 feet agl, temperature of 18 degrees C, dew point temperature of 17 degrees C, and an altimeter setting of 29.91 inches of mercury.
A Meteorological Impact Statement (MIS) was issued at 0932 and was valid for the accident site at the accident time. The MIS warned of IFR ceilings, visibilities between 1 and 5 miles, rain, and mist for Virginia. It also warned of light to moderate turbulence below FL420 with thunderstorms along the Virginia and North Carolina coast
Airmen's Meteorological Information Tango and Sierra issued at 1045, and valid at the accident time, forecasted IMC for the accident site with ceilings below 1,000 feet, visibilities below 3 statute miles in precipitation and mist, and moderate turbulence below 8,000 feet.
ORF, located 14 miles northeast of the accident site, was the closest location with a terminal area forecast (TAF). The TAF issued at 0735 forecast for the time period from 1100, winds 040 degrees at 18 knots with gust 26 knots, 5 miles visibility, light rain and fog, overcast 600 feet agl; from 1400, wind from 060 at 14 knots with 21 knot gust, 5 miles visibility, drizzle and fog, overcast 900 feet agl; and from 1700, wind from 020 at 10 knots with 18 knots gust, 5 miles visibility, drizzle and fog, broken at 900 feet agl and overcast at 1,500 feet agl.
There was no record of the pilot having received a preflight weather briefing from a Lockheed Martin Flight Service facility, nor was there a record of the pilot having received a briefing through the Direct User Access Terminal Service.
WRECKAGE AND IMPACT INFORMATION
According to first responders, the airplane came to rest on a northeast heading. The wreckage debris field was about 150 feet long. At the end of the debris field, there was an impact crater 8 feet wide, 30 feet long, and about 4 feet deep. All flight control surfaces, controls, and cable hardware were observed at the wreckage site and were impact-damaged.
An examination of the airframe revealed that all of the trim settings were unreliable due to impact damage. The rudder remained attached to the vertical stabilizer and the rudder trim tab remained attached to the rudder. The left elevator was separated from the horizontal stabilizer. The right elevator remained attached to the horizontal stabilizer and the elevator trim tab remained attached to the elevator. The left aileron was separated into two sections, with the trim tab attached. The right aileron was separated into three sections.
Examination of the fuel system revealed that only one fuel selector valve was found loose in the wreckage and it was in the "OFF" position and the strainer screen was free of debris. The fuel caps for both wing tip tanks and both aux fuel tanks were observed in place and latched. The aircraft was equipped with a left and right wing locker fuel tanks, and the wing locker tank fuel caps were not recovered.
Examination of the left engine revealed that all of the cylinders were impact-damaged. The engine crankshaft was rotated by hand, and all cylinders displayed thumb compression. All cylinders were examined using a borescope and displayed varying amounts of mud impaction and normal operating signatures. The three blade, variable pitch propeller remained attached to the propeller flange; however, the propeller flange had sheered from the crankshaft. The spinner remained attached to the propeller and displayed signatures of impact damage. All three of the blades remained within the propeller hub and were locked in place. Two of the three blades displayed varying amounts of tip curling; the third blade displayed minor bending of the tip. All three of the propeller blades had minor bending deformation.
Examination of the right engine revealed all cylinders were impact-damaged. All cylinders were examined using a borescope, and the cylinders displayed normal operating signatures. The crankcase displayed impact damage concentrated to the bottom portion of the crankcase. The crankshaft was unable to be rotated by hand, and it was noted that the crankshaft had shifted towards the rear of the case. There were no anomalies noted with the crankcase. The three blade, variable pitch propeller remained attached to the propeller flange; however, the propeller flange had broken free from the crankshaft. The propeller displayed damage consistent with impact damage and the spring and spring housing had separated from the propeller hub. All three blades remained within the propeller hub; however, all three blades were loose in the hub. One blade's tip had broken free from the rest of the blade; the blade also displayed twisting deformation. One blade was bent approximately 90-degrees and displayed tip curling. The third blade displayed minor bending and tip curling deformation.
MEDICAL AND PATHOLOGICAL INFORMATION
An autopsy was performed on the pilot on December 15, 2013, by the Commonwealth of Virginia, Office of the Chief Medical Examiner, Norfolk, Virginia.
Forensic toxicology was performed on specimens from the pilot by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. The toxicology report stated no drugs were detected in the muscle. Ethanol in concentrations of 73 (mg/dL, mg/hg), N-Butanol and N-Propanol were detected in the muscle.
ADDITIONAL INFORMATION
Spatial Disorientation
The FAA publication Medical Facts for Pilots (AM-400-03/1), described several vestibular illusions associated with the operation of aircraft in low visibility conditions. Somatogyral illusions, those involving the semicircular canals of the vestibular system, were generally placed into one of four categories, one of which was the "graveyard spiral." According to the text, the graveyard spiral, "…is associated with a return to level flight following an intentional or unintentional prolonged bank turn. For example, a pilot who enters a banking turn to the left will initially have a sensation of a turn in the same direction. If the left turn continues 20 seconds or more, the pilot will experience the sensation that the airplane is no longer turning to the left. At this point, if the pilot attempts to level the wings this action will produce a sensation that the airplane is turning and banking in the opposite direction (to the right). If the pilot believes the illusion of a right turn (which can be very compelling), he/she will reenter the original left turn in an attempt to counteract the sensation of a right turn. Unfortunately, while this is happening, the airplane is still turning to the left and losing latitude.
" Pulling the control yoke/stick and applying power while turning would not be a good idea–because it would only make the left turn tighter. If the pilot fails to recognize the illusion and does not level the wings, the airplane will continue turning left and losing altitude until it impacts the ground."
http://registry.faa.gov/N4TK
NTSB Identification: ERA14LA006
14 CFR Part 91: General Aviation
Accident occurred Thursday, October 10, 2013 in Hampton Roads, VA
Aircraft: CESSNA 340A, registration: N4TK
Injuries: 4 Fatal.
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. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
On October 10, 2013, about 1209 eastern daylight time, a Cessna 340A, N4TK, collided with the terrain when the pilot lost aircraft control while maneuvering in the vicinity of Hampton Roads Executive Airport (PVG), Norfolk, Virginia. The commercial pilot and three passengers were fatally injured. The airplane was located in a marsh area and was destroyed by impact forces. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91, as a personal flight. Instrument meteorological conditions prevailed and an instrument flight rules flight plan was filed. The flight originated from Fort Lauderdale Executive (FXE), Fort Lauderdale, Florida, about 0743.
According to the Federal Aviation Administration air traffic control personnel, the pilot was on an instrument approach to PVG. Radar data revealed that the airplane conducted a missed approach and while maneuvering the pilot lost control of the airplane and it descended and impacted terrain. Radar and air traffic control data is under review and there were no witnesses to the event. The airplane was located on October 12, 2013.
According to first responders, the airplane came to rest on a northeast heading. The wreckage debris field was approximately 150 feet long. At the end of the debris field there was an impact crater 8 feet wide and 30 feet long. The crater was approximately 4 feet deep and all flight control surfaces were located at the wreckage site.
The reported weather at PVG, which was located about five miles southeast of the accident site, at an elevation 23 feet, at 1155, was: winds 360 degrees at 8 knots, visibility 5 statute miles; overcast at 500 feet; temperature 18 degrees Celsius (C); dew point 18 degrees C; altimeter 29.92 inches of mercury.
The airplane was recovered by a local towing company under the supervision of the Virginia State Police. The airplane was stored at a local impound facility and then moved to an aircraft recovery facility for examination at a later date.
Sources say that the two women on board were sisters and that the two couples were flying to Virginia to attend the pilot's nephew's wedding. Above, Charles and Diane Rodd
Man says aunts and their husbands were killed in plane crash on his wedding day
It was supposed to be a time of love and celebration with his family.
Instead, Cory Plotner tells NewsChannel 3 that on his wedding day he
was left searching for his family in the Great Dismal Swamp.
Cory says his two aunts; sisters Mary Anne Bradshaw and Diane Rodd
were flying up from Florida with their husbands; Ted Bradshaw and
Charles Rodd.
Cory says Ted was the pilot, who was a retired fire captain with 30
years of flying experience. His uncle was a meticulous pilot, known to
triple check everything before taking off, Cory says.
Cory, who spoke to NewsChannel 3 over the phone, says he was at the
airport to pick them up Thursday, when he was told the plane’s signal
was lost.
Just minutes before, Cory says his Aunt Diane had texted him, saying they were about to land.
Cory says he was married a few hours later. Right after the ceremony,
along with his new bride, Cory says they joined the search and rescue
parties Thursday night.
The Cessna was spotted the next day by a volunteer helicopter pilot.
When he found out the news, Cory says it was devastating. He says he was
closest with his Aunt Diane. He says he couldn’t believe her life was
ripped away at such a young age.
Though the plane was found, the bodies and wreckage were in such a
remote area that crews had to clear a path so four-wheelers could reach
the site.
By Monday morning, all four bodies were recovered. By Monday
afternoon, the last pieces of wreckage were hauled away. The twisted and
mangled plane parts are a glimpse of just how bad the crash must have
been.
State Police say finding out the cause of the crash will have to wait
until the government shutdown ends. Police say the wreckage will be
kept in storage until investigators from the NTSB and FAA can come back
to work.
Cory wanted to thank the dozens of volunteers who came out to search
for his aunts and uncles. He says it truly was a blessing to see so many
come together to help his family.
Chesapeake, Va. – On Monday, crews will be back out at the Great Dismal Swamp to remove the rest of a plane that crashed last week – killing four people.
Investigators say two couples from Florida were on their way to Chesapeake for their nephew’s wedding when their Cessna went down Thursday.
They have been identified as Ted and Mary Ann Bradshaw and Charles and Diane Rodd – Mary Ann’s sister and brother-in-law.
It took rescue crews 24 hours to find the plane – a helicopter spotted the wreckage.
Search crews say the area was so hard to reach, they had to stop the search for two days while they cleared a path so four-wheelers could reach the site.
Investigators say Ted Bradshaw was the pilot.
He was a retired fire captain with more than 30 years of flying experience.
According to NewsChannel 3′s affiliate station in Florida, Charles Rodd was a Vietnam veteran who earned two Purple Hearts.
Right now, the cause of the crash is still under investigation.
http://wtkr.com
SUNRISE, Fla.—One of the four
passengers killed when their small plane crashed in Virginia was a
retired Florida fire captain, fire officials said.
Theodore
Bradshaw was a 33-year veteran of the department. He retired in 2005
after rising to the rank and serving as assistant fire chief, Sunrise
Fire-Rescue said in a statement.
“This news comes as a great
shock and as a tremendous loss to the Sunrise Fire-Rescue Department.
Bradshaw was one of the original 10 paid firefighters as the City
transitioned from the Sunrise Golf Village to the City of Sunrise in
1972,” the department statement said.
Virginia State police said
the victims included Bradshaw, 61, a pilot with more than 30 years of
flying experience. The other victims were his 48-year-old wife, Mary
Anne Bradshaw, and Charles Rodd, 64; and Diane Rodd, 58, both of Palm
Beach, Fla.
There was no phone number listed for Bradshaw. A
phone message was left Sunday by The Associated Press for a number
listed for Charles Rodd.
“Bradshaw was known for his spirited
personality, intense mentorship and his dedication to serve the
community he called home for more than 40 years,” the fire department
said in its statement. “He was instrumental in bringing new technology
to the fire service long before it became accepted industry wide
including the use of the first closed cab fire engines to ensure
firefighter safety.”
Flags were issued to be lowered to half-staff Saturday in honor of Bradshaw.
Meanwhile, in a remote section of Virginia’s Great Dismal Swamp, authorities continue to work Sunday to remove the bodies.
State
police said the Cessna 340 left Fort Lauderdale Executive Airport on
Thursday morning with a scheduled arrival four hours later at Hampton
Roads Executive Airport. The Norfolk air traffic control tower’s last
radar contact was shortly after noon Thursday over the swamp.
“We
want to express our sincere appreciation to Hampton Roads Helicopters
for their critical assistance with this search mission,” said state
police Lt. Curtis Hardison of the Chesapeake division. “They not only
supplied us with the necessary aerial support we needed to expedite this
search operation, but provided two hours of flight time free of charge.
Their generosity also helped bring closure to the families of those who
lost their lives in this tragic crash.”
The state medical examiner and federal investigators have been notified, and the cause of the crash remains under investigation.
http://www.theepochtimes.com
A privately owned helicopter helped crews with the search and saw the plane and notified police.
“We want to express our sincere appreciation to Hampton Roads Helicopters for
their critical assistance with this search mission,” said Lt. Curtis
Hardison, Virginia State Police Chesapeake Division. “They not only
supplied us with the necessary aerial support we needed to expedite this
search operation, but provided two hours of flight time free of charge.
Their generosity also helped bring closure to the families of those who
lost their lives in this tragic crash.”
Those
who knew the two South Florida couples killed in a Virginia plane crash
remembered them warmly Saturday as wonderful and caring people.
Killed
aboard the Cessna 340A were Theodore Bradshaw, 61, and his wife, Mary
Anne Bradshaw, 48, both of Cooper City, as well as Charles Rodd, 64, and
his wife, Diane Rodd, 58, both of Boynton Beach, officials said.
Friday, the wreckage of the plane was located in the Great Dismal Swamp
on the Virginia side.
Charles Rodd was a Vietnam veteran in an
Army scout dog platoon who served two tours and earned two Purple
Hearts, said his ex-wife, Marie Rodd.
"He was very patriotic. He was a wonderful husband, a wonderful father," she said. "He was a very nice friend."
At
the Rodds' Boynton Beach home Saturday, neighbors said the longtime
residents were friendly; they especially recalled Charles Rodd's
patriotism. An American flag, as well as a POW/MIA flag, remained raised
on a flagpole in the couple's front yard.
Diane Rodd loved her
husband dearly and was by his side during his battle with lung cancer;
Charles Rodd was currently in remission, according to Marie Rodd.
"He beat that, basically; he beat Vietnam, but look what happened," Marie Rodd said.
The
pilot, Theodore Bradshaw, had more than 30 years of flight experience,
according to the Virginia State Police. On Saturday, Sunrise Fire-Rescue
also said he was a retired firefighter from the agency.
A man
who identified himself as the pilot's brother said the sudden loss was
"just devastating." He said the two women aboard the plane, Mary Anne
Bradshaw and Diane Rodd, were sisters.
The couples were en route
to a wedding from Fort Lauderdale Executive Airport when the six-seater
plane vanished Thursday afternoon. It was expected to land about noon
Thursday at the Hampton Roads Executive Airport in Virginia, officials
said.
The airport last tracked the plane over the Great Dismal
Swamp, where the plane wreckage later was discovered by a private
helicopter that assisted with search efforts.
Saturday, crews
spent the day clearing a path through the swamp to the crash site.
Because of the extent of the wreckage, crews said they will attempt to
remove the remains of the pilot and his passengers Sunday, along with
the plane.
The cause of the crash remains under investigation by
Virginia State Police, the Federal Aviation Administration and National
Transportation Safety Board.
Corinne Stephenson, Charles and
Diane Rodd's next-door neighbor, described them as "wonderful neighbors"
who were thoughtful enough to recently send her a get-well card while
she was at the hospital.
She said the Rodds had recently renovated their home: "They planned to stay there the rest of their lives," Stephenson said.
http://www.sun-sentinel.com
Update 10:30 pm: Crews are still working to
recover the remains of the victims. But the densely wooded crash site
makes recovery effort difficult, according to Virginia State Police.
"There are a lot of challenges in recovering this plane," said Lt.
Curtis Hardison, of Virginia State Police. "There are no roads that lead
directly to it. The wreckage is deep in the woods at this time. Its
going to take many man hours to get this plane."
State Police say it could be late this weekend until all of the plane is recovered.
Update 8:40 p.m:
State police identified four people who died in the plane crash Friday
night. They are Theordore Bradshaw, 61, and Mary Anne Bradshaw, 48,
both of Fort Lauderdale, and Charles Rodd, 64, and Dianne Rodd, 58, of
Palm Beach, Fla.
Police say the victims' bodies have not been recovered yet. The crash site is deep in a heavily wooded area.
The National Transportation Safety Board is on the way to the scene.
The four people were flying into Hampton Roads to attend a wedding that occurred Thursday.
Update 6:12 p.m.: Virginia State Police say the wreckage of a small plane was located in the Great Dismal Swamp around 4 p.m.
A privately-owned helicopter assisting with the search efforts spotted the plane and immediately notified state police.
Update 2:33 p.m.: Plane/helicopter resources that were being used to assist in the search had to be suspended because of inclement weather.
Update 9:36 a.m.: State
police received canine and search and recovery dive teams early Friday
morning to continue the search at daybreak. Weather prevented State
Police aviation from supporting the search efforts.
Update 7:26 a.m.: State police suspended the search at 2:30 a.m. They are awaiting additional resources, at which point the search will resume.
Update: 9:45 p.m: State
police have called off their aerial search of the swamp but continue to
search by boat and on foot. Police now say the plane was en route from
Ft. Lauderdale to Hampton Roads.
CHESAPEAKE --
Virginia State Police and the Civil Air Patrol were searching the Great
Dismal Swamp for a plane they said failed to land at Hampton Roads
Executive Airport Thursday afternoon.
Virginia State Police spokesperson Corinne Geller says that Cessna was supposed to land around 2:30 p.m.
Tidewater Search and Rescue, Chesapeake Fire and Rescue, and state park rangers are helping in the search.
Geller says the plane was en route from Florida.
Troopers are using technology capable of picking up heat sources.
According to Geller, it is not confirmed the plane crashed.
Anyone with information is asked to contact Virginia State Police at 1-800-582-8350.
A Cooper City man is feared to have
been piloting a small plane that left Fort Lauderdale on Thursday and
vanished over a massive swampy area in Virginia.
A wreckage of a small plane was
discovered late Friday in an extremely remote section of the swamp, but
rescue workers had not confirmed it was the missing plane.
The
missing Cessna 340A craft was sold less than three weeks ago in Florida
with an engine that had less than 20 hours of flight, the plane's
listed owners from Wisconsin said Friday.
The
buyer has been identified as 61-year-old Theodore Bradshaw, a licensed
commercial and multi-engine pilot. At Bradshaw's Cooper City home, a
visibly shaken man said he was the experienced pilot's brother and
declined to comment.
"We have a lot of questions ourselves, and we don't feel like it would be right to talk about this at this time," the man said.
http://www.sun-sentinel.com
Chesapeake, Va. – Crews are now searching for a possible missing plane that was supposed to land at the Hampton Roads Executive Airport on Thursday.They say the plane was en-route from Ft. Lauderdale, Florida.
Virginia State Police were notified at 4:15 p.m.
According to the FAA, there has been no confirmed crash. They say the Cesna did not land at the expected destination.
Crews are now searching the Great Dismal Swamp area. Due to the weather, aerial search efforts were suspended, but they are still searching on the ground and by boat. Personnel and canine teams are searching on foot.
Nothing has been found yet and officials say they have not received any reports from the public.
Police say they will continue to search for the plane throughout the night. Right now, Civil Air Patrol, Tidewater Search and Rescue personnel, Chesapeake Fire and Rescue and state park rangers are all helping State Police.
If you’ve seen the aircraft or have any information that could help crews locate it, please call Virginia State Police at 1-800-582-8350.
