Wednesday, June 18, 2014

Columbia LC41-550FG, N610MH, Self-Wing Company: Accident occurred on June 17, 2014 in East Patchogue, New York

 NTSB Identification: ERA14FA292
14 CFR Part 91: General Aviation
Accident occurred Tuesday, June 17, 2014 in East Patchogue, NY
Probable Cause Approval Date: 12/09/2015
Aircraft: COLUMBIA AIRCRAFT MFG LC41 550FG, registration: N610MH
Injuries: 1 Fatal.

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 noninstrument-rated pilot contacted flight service to inquire whether the conditions for his 15-nm flight, planned for about 1 hour later, would be suitable for visual flight rules (VFR) operations. The pilot received an abbreviated briefing that included only the current conditions at both his departure and destination airports, both of which reported VFR conditions; he subsequently departed on the accident flight about 3 hours later. About 10 minutes after takeoff, after entering the controlled airspace of the destination airport, the pilot contacted air traffic control (ATC) and stated, "I need your help, sir." The controller queried the pilot as to his location, heading, and destination, and the pilot replied with his destination, stating, "I just don't have visibility." The controller asked the pilot whether he was declaring an emergency and advised that the destination airport was under instrument meteorological conditions (IMC); the pilot did not respond. The pilot then stated that he would return to his departure airport and was advised by the controller to "squawk VFR." The pilot acknowledged, and no further communications were received from the accident airplane.

Radar data showed that the airplane, about the time of the last radio transmission, entered a descending right turn that continued until ground contact. Such a a flight track is consistent with a somatogyral illusion known as the "graveyard spiral." Given the reported weather conditions in the area about the time of the accident, the pilot's statement that he was experiencing reduced visibility, the fact that the pilot did not hold an instrument rating, and the radar flight track of the airplane, it is likely that the pilot experienced spatial disorientation and a subsequent loss of control as a result of his continued VFR flight into IMC. The extent to which the pilot may have used the airplane's automation, including the autopilot system, could not be determined.

Recorded weather data and statements from pilots flying in the area about the time of the accident indicated that, although the departure airport was experiencing visual meteorological conditions, IMC prevailed for much of the area surrounding the destination airport. These conditions had not been forecast until just before the airplane's departure. Had the pilot received the forecast from flight service when he received the current weather, he would only have been informed of low-level scattered clouds at his destination. Despite the discrepancy between the forecast and actual conditions present on the day of the accident, it should have been apparent to the pilot upon takeoff that the cloud ceilings and visibilities were below VFR minimums as the flight progressed. Additionally, the pilot could have obtained the automated weather report at the destination airport via radio shortly after departure, which would have informed him that the airport was experiencing IMC. However, the pilot's communication with ATC suggested that he was not aware of the weather conditions at his destination.

If the pilot had declared an emergency and stated that he was not capable of instrument flight rules flight, he would have been provided priority handling and greater assistance from ATC. Although he did indicate that he was experiencing reduced visibility conditions, he did not declare an emergency and did not provide any specific information about the conditions he was experiencing or his limitations as a noninstrument-rated pilot. In the absence of this information, the controller likely assumed that the pilot was able to maintain VFR flight and return to the departure airport as stated without any further assistance.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The noninstrument-rated pilot's encounter with instrument meteorological conditions and his decision to continue visual flight rules flight in instrument conditions, which resulted in a loss of control due to spatial disorientation. 

HISTORY OF FLIGHT

On June 17, 2014, at 0903 eastern daylight time, a Columbia LC-41-550FG, N610MH, was destroyed when it impacted terrain in a residential area, and was subsequently consumed by postcrash fire, while maneuvering near East Patchogue, New York. The private pilot was fatally injured. Instrument meteorological conditions were reported near the accident site, and no flight plan was filed for the flight, which departed Farmingdale Republic Airport (FRG), Farmingdale, New York, at 0850, and was destined for Long Island MacArthur Airport (ISP), Islip, New York. The personal flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91.

COMMUNICATIONS

Information provided by Lockheed Martin Flight Service revealed that the pilot placed a phone call to the flight service station at 0630 the morning of the accident and received an abbreviated briefing. The pilot indicated that he would be departing FRG for ISP at 0730, and inquired whether the conditions were "good VFR [visual flight rules]." The briefer advised the pilot of a presidential temporary flight restriction for the area that would be effective later that day, and asked when the pilot would be returning to FRG. The pilot replied that he would return to FRG by 0900. The briefer then provided local notice to airmen (NOTAM) information and advised the pilot of the current cloud ceilings and visibilities at FRG and ISP, which included 9 miles visibility and few clouds at 7,000 feet, and 10 miles visibility, few clouds at 6,500 feet, scattered clouds at 9,000 feet, and an overcast ceiling at 26,000 feet, respectively. The briefer did not provide, nor did the pilot request, forecast conditions for either airport.

Official recordings of air traffic control communications provided by the Federal Aviation Administration (FAA) revealed that the pilot contacted FRG ground control at 0840, and was cleared for takeoff from runway 14 at 0850. At 0854, the pilot requested a frequency change and subsequently contacted the New York Terminal Radar Approach Control (TRACON) facility, who provided him with another frequency for the appropriate TRACON controller based on his position and route of flight. The pilot contacted the second controller at 0859. When the controller asked the pilot to state his position, the pilot replied that he had departed FRG and stated, "I need your help sir." About 0901, the controller queried the pilot as to his location, heading, and destination, and the pilot replied he was, "heading to Islip I just don't have visibility."

The controller asked the pilot, "Are you declaring an emergency because Islip's IFR [instrument flight rules]," to which the pilot did not respond. When the controller called the accident airplane again about 1 minute later, the pilot stated, "I will go back to FRG." The controller instructed the pilot to "squawk VFR" and approved a frequency change, which the pilot subsequently acknowledged about 0902.

Review of FAA radar information showed a VFR target correlated to be the accident airplane depart from FRG at 0851. The target tracked eastbound at altitudes averaging between 1,000-1,300 feet mean sea level (msl) before beginning a left turn toward the north around 0858, about 5 miles south of ISP. About this time, as the airplane tracked north, it penetrated and continued through the Class C airspace surrounding ISP prior to establishing contact with air traffic control. The pilot contacted the second controller about 0859, and during the ensuing conversation with ATC, the airplane tracked north before turning northeast at an altitude about 1,200-1,300 feet, passing within 3 miles of ISP. At 0901:45, about the time the pilot indicated to ATC that he would be returning to FRG, the airplane climbed about 100 feet and began a slight turn to the left before initiating a descending, 540-degree right turn that continued to ground contact. The last four radar targets, at 0902:31, 0902:36, 0902:40, and 0902:45, identified the airplane at altitudes of 900, 700, 700, and 500 feet msl, respectively (See figure 1).

A witness located near the accident site observed the accident airplane approach from the east and circle his home twice at a "very low" altitude. The witness described the airplane "flying on its side" in a right-wing-low attitude as it passed over his home the second time, and shortly thereafter, he heard a "loud boom" and observed black smoke.



WRECKAGE AND IMPACT INFORMATION

The airplane's initial impact point was identified as a tree about 25 feet in height that displayed numerous broken and angularly-cut branches. The wreckage path extended about 185 feet from the tree on a magnetic heading of approximately 223 degrees. The propeller, various engine components, and pieces associated with both left and right wings were located along the wreckage path. The main wreckage, comprised of the engine, cabin area, and empennage, came to rest in the backyard of a residence, and was completely consumed by post-impact fire. The extensive thermal damage precluded examination of the cockpit instruments, flight control surfaces, and control tubes.

The three-bladed propeller, along with the crankshaft propeller flange, was separated from the engine and located along the wreckage path. One blade was fractured near the propeller hub; the other two blades exhibited s-bending, leading edge gouging, and chordwise scratching.

The engine exhibited significant thermal damage, and several of its accessories were separated during the impact sequence. Removal and inspection of one spark plug from each cylinder revealed thermal damage and light-colored combustion deposits. The crankshaft was seized, consistent with the observed thermal damage, and could not be rotated by hand. Borescope examination of the cylinders revealed no anomalies. Only one magneto was recovered, and exhibited significant thermal and impact damage.

PERSONNEL INFORMATION

The pilot held a private pilot certificate with a rating for airplane single engine land. The pilot did not hold an instrument rating. His most recent third-class FAA medical certificate was issued April 22, 2013. The pilot's logbooks were not recovered and no determination could be made of his flight experience in the accident airplane make and model; however, he reported a total flight experience of 1,200 hours on his most recent medical certificate application. The pilot's most recent flight review was conducted on August 26, 2013. According to the flight instructor who conducted the review, the pilot had never received any formal training on the airplane's Garmin G1000 avionics system.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed by the Suffolk County Medical Examiner, Hauppauge, New York. The cause of death was listed as multiple blunt force injuries. Toxicological testing was performed on the pilot by the FAA Bioaeronautical Sciences Research Laboratory in Oklahoma City, Oklahoma. Rosuvastatin, used to treat high cholesterol and related conditions, was detected in liver and blood. Ethanol was detected in blood in a concentration of 59 mg/dL. The ethanol detected was most likely from sources other than ingestion.

AIRPLANE INFORMATION

The low-wing, single engine, carbon fiber construction airplane was manufactured in 2006, and registered to the pilot in October 2008. It was equipped with a Continental Motors TSIO-550C, 310 hp turbocharged, reciprocating engine and a Hartzell 3-bladed, constant-speed propeller. The airplane's most recent annual inspection was completed on July 5, 2013, at a total aircraft time of 321.8 hours. The airplane's maintenance logbooks were not recovered, and complete maintenance history for the airplane could not be determined.

According to manufacturer and FAA airworthiness records, the airplane was equipped with a Garmin G1000 system, which was comprised of dual LCD primary and multifunction flight displays that provided information about the airplane's altitude, airspeed, attitude, engine parameters, and navigation and communication systems status, as well as a moving map display. The airplane was equipped with a backup altimeter, attitude indicator, and airspeed indicator instruments. The G1000 also included an integrated automatic flight control, or autopilot, system that had the capability to control the airplane in the roll, pitch, and yaw axes.

METEOROLOGICAL INFORMATION

The 0753 weather observation at FRG included wind from 200 degrees at 4 knots, 10 statute miles visibility, and clear skies.

The 0853 weather observation at FRG included wind from 210 degrees at 3 knots, 10 statute miles visibility, and broken clouds at 10,000 feet.

The 0807 weather observation at ISP, located about 6 nautical miles (nm) west of the accident site, included wind from 190 degrees at 8 knots, 7 statute miles visibility, broken cloud layers at 700 feet and 11,000 feet, and an overcast ceiling at 13,000 feet.

The 0856 weather observation at ISP included wind from 220 at 8 knots, 7 statute miles visibility, and overcast clouds at 700 feet.

The 0756 weather observation at Brookhaven Airport (HWV), Brookhaven, New York, located about 5 nm east of the accident site, included wind from 190 degrees at 8 knots, 6 statute miles visibility, mist, and an overcast cloud layer at 700 feet.

The 0856 weather observation at HWV included 6 statute miles visibility, mist, and overcast clouds at 500 feet.

A terminal aerodrome forecast (TAF) for ISP, issued at 0741, forecast conditions at 0800 with visibility better than 6 statute miles, scattered clouds at 700 feet and 13,000 feet, and a broken cloud layer at 25,000 feet. An amended TAF for ISP, issued at 0854, forecast visibility greater than 6 statute miles, with broken cloud layers at 700 feet, 13,000 feet, and 25,000 feet.

A rawinsonde (weather balloon) launched from the National Weather Service Forecast Office in Upton, New York (KOKX), located about 6.5 miles northeast of the accident site, about 0800 EDT, indicated that the relative humidity decreased from 95% to 75% between about 1,050 feet and about 1,330 feet above ground level (agl). This suggested a visible cloud boundary between these altitudes at the rawinsonde's location at that time.

The pilot of a multi-engine airplane departed FRG for New Jersey about 20 minutes prior to the accident airplane's departure. He stated that after departure, he climbed to an altitude about 1,000 feet and flew south towards the Long Island shoreline. As he neared the shoreline, the weather began to deteriorate "rapidly" and he began to lose visibility. He elected to return to FRG and land due to the weather conditions.

The pilot of a single-engine airplane reported that he and a student conducted a flight from Bridgeport, Connecticut (BDR), to ISP on the morning of the accident, and conducted an instrument approach at ISP about 0920. He stated that the weather conditions between BDR and ISP were consistent, with ceilings about 700 feet above ground level and cloud tops around 1,500 feet. He further stated that they experienced visual meteorological conditions at their cruise altitude of 2,000 feet after climbing through the cloud layer. He remarked that the weather conditions predicted in that morning's TAF were better than the actual conditions experienced in the area on the day of the accident.

ADDITIONAL INFORMATION

Air Traffic Control

The FAA Aeronautical Information Manual, Chapter 5, "Air Traffic Procedures," Section 5; Pilot/Controller Roles and Responsibilities, stated in part:

b. The pilot-in-command of an aircraft is directly responsible for, and is the final authority as to the safe operation of that aircraft. In an emergency requiring immediate action, the pilot-in-command may deviate from any rule in the General Subpart A and Flight Rules Subpart B in accordance with 14 CFR Section 91.3.

c. The air traffic controller is responsible to give first priority to the separation of aircraft and to the issuance of radar safety alerts, second priority to services that are required, but do not involve separation of aircraft and third priority to additional services to the extent possible.

d. In order to maintain a safe and efficient air traffic system, it is necessary that each party fulfill their responsibilities to the fullest.

Chapter 6, "Emergency Procedures," Section 2, Emergency Services Available to Pilots, stated in part:

If continued flight in VFR conditions is not possible, the noninstrument rated pilot should so advise the controller indicating the lack of an instrument rating, declare a distress condition…

Section 3, Distress and Urgency Procedures, stated in part:

a. A pilot who encounters a distress or urgency condition can obtain assistance simply by contacting the air traffic facility or other agency in whose area of responsibility the aircraft is operating, stating the nature of the difficulty, pilot's intentions and assistance desired.

d. Distress communications have absolute priority over all other communications, and the word MAYDAY commands radio silence on the frequency in use.

FAA Order 7110.65 (Air Traffic Control) provided guidance and instruction to controllers for determining emergencies and obtaining information for handling an emergency. Paragraph 10-2-8 stated in part:

10-2-8. RADAR ASSISTANCE TO VFR AIRCRAFT IN WEATHER DIFFICULTY

a. If a VFR aircraft requests radar assistance when it encounters or is about to encounter IFR weather conditions, ask the pilot if he/she is qualified for and capable of conducting IFR flight.

b. If the pilot states he/she is qualified for and capable of IFR flight, request him/her to file an IFR flight plan and then issue clearance to destination airport, as appropriate.

c. If the pilot states he/she is not qualified for or not capable of conducting IFR flight, or if he/she refuses to file an IFR flight plan, take whichever of the following actions is appropriate:

1. Inform the pilot of airports where VFR conditions are reported, provide other available pertinent weather information, and ask if he/she will elect to conduct VFR flight to such an airport.

2. If the action in subpara 1 above is not feasible or the pilot declines to conduct VFR flight to another airport, provide radar assistance if the pilot:

(a) Declares an emergency.

(b) Refuses to declare an emergency and you have determined the exact nature of the radar services the pilot desires.

3. If the aircraft has already encountered IFR conditions, inform the pilot of the appropriate terrain/obstacle clearance minimum altitude. If the aircraft is below appropriate terrain/obstacle clearance minimum altitude and sufficiently accurate position information has been received or radar identification is established, furnish a heading or radial on which to climb to reach appropriate terrain/obstacle clearance minimum altitude.

Spatial Disorientation

The Airplane Flying Handbook (FAA-H-8083-3A) stated, "…the VFR pilot is, in effect, in IMC anytime he or she is inadvertently, or intentionally for an indeterminate period of time, unable to navigate or establish geographical position by visual reference to landmarks on the surface. These situations must be accepted by the pilot involved as a genuine emergency, requiring appropriate action…If the natural horizon were to suddenly disappear, the untrained instrument pilot would be subject to vertigo, spatial disorientation, and inevitable control loss."

The FAA Pilot's Handbook of Aeronautical Knowledge, chapter 16, "Aeromedical Factors," stated, "Under normal flight conditions, when there is a visual reference to the horizon and ground, the sensory system in the inner ear helps to identify the pitch, roll, and yaw movements of the aircraft. When visual contact with the horizon is lost, the vestibular system becomes unreliable. Without visual references outside the aircraft, there are many situations in which normal motions and forces create convincing illusions that are difficult to overcome…Unless a pilot has many hours of training in instrument flight, flight should be avoided in reduced visibility or at night when the horizon is not visible. A pilot can reduce susceptibility to disorienting illusions through training and awareness, and learning to rely totally on flight instruments."


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 altitude. 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."

NTSB Identification: ERA14FA292
14 CFR Part 91: General Aviation
Accident occurred Tuesday, June 17, 2014 in East Patchogue, NY
Aircraft: COLUMBIA AIRCRAFT MFG LC41 550FG, registration: N610MH
Injuries: 1 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 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.

On June 17, 2014, at 0903 eastern daylight time, a Columbia LC-41-550FG, N610MH, was destroyed when it impacted trees and terrain in a residential area while maneuvering near East Patchogue, New York. The private pilot was fatally injured. Instrument meteorological conditions prevailed, and no flight plan was filed for the flight, which departed Farmingdale Republic Airport (FRG), Farmingdale, New York at 0850, and was destined for Long Island MacArthur Airport (ISP), Islip, New York. The personal flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91.

Preliminary air traffic control radar and voice communication information provided by the Federal Aviation Administration (FAA) revealed that after departing FRG, the airplane tracked east-southeast before turning north into the class C airspace at ISP. After entering the airspace, the pilot contacted air traffic control (ATC) and stated, "I need your help sir." ATC queried the pilot as to the airplane's location, heading, and destination, and the pilot replied that he was going to ISP, but "[did not] have visibility." When asked if he was declaring an emergency, the pilot replied, "no." Shortly thereafter, the pilot indicated that he intended to return to FRG. ATC acknowledged the transmission, and radar contact was lost shortly thereafter.

A witness located near the accident site observed the accident airplane approach from the east and circle his home twice at a "very low" altitude. The witness described the airplane "flying on its side" in a right-wing-low attitude as it passed over his home the second time, and shortly thereafter, he heard a "loud boom" and observed black smoke.

The airplane's initial impact point was identified as a tree about 25 feet in height that displayed numerous broken and angularly-cut branches. The wreckage path extended about 185 feet from the tree on a magnetic heading of approximately 223 degrees. The propeller, various engine components, and pieces associated with both left and right wings were located along the wreckage path. The main wreckage, comprised of the engine, cabin area, and empennage, came to rest in the backyard of a residence, and was completely consumed by post-impact fire.

Several pilots flying in the vicinity of ISP around the time of the accident reported instrument meteorological conditions, with cloud tops between 1,200 feet and 1,500 feet.

The 0856 weather observation at ISP, located about 6 nautical miles (nm) west of the accident site, included wind from 220 at 8 knots, 7 statute miles visibility, and overcast clouds at 700 feet.

The 0856 weather observation at Brookhaven Airport (HWV), Brookhaven, New York, located about 5 nm east of the accident site, included 6 statute miles visibility, mist, and overcast clouds at 500 feet.


FAA Farmingdale FSDO-11
 
http://registry.faa.gov/N610MH

Hanan Shoshani and his wife, Jordana. Just before he crashed and died in an East Patchogue backyard Tuesday, June 17, 2014, Hanan was on the radio asking for help, according to a website that records air traffic communications. 


National Transportation Safety Board investigators inspect the crash scene in East Patchogue on Wednesday, June 18, 2014, a day after a single-engine plane crashed behind a house, killing the pilot, Hanan Shoshani, 53, of Jamaica, Queens. 


National Transportation Safety Board investigators scour the scene in East Patchogue on Wednesday, June 18, 2014, a day after a single-engine plane crashed behind a house, killing the pilot, Hanan Shoshani, 53, of Jamaica, Queens. 


National Transportation Safety Board investigators comb a backyard in East Patchogue on Wednesday, June 18, 2014, a day after a single-engine plane crashed behind a house, killing the pilot, Hanan Shoshani, 53, of Queens. 


Aerial view of the scene at 51 Camille Lane in East Patchogue, where a single-engine plane crashed Tuesday, June 17, 2014. Pilot Hanan Shoshani was killed in the accident. 


Police and firefighters are responding to the scene of a plane crash into the yard of a house in East Patchogue on Tuesday morning, June 17, 2014, a Suffolk County fire official said.

A small plane crashed into the backyard of a home in East Patchogue on Tuesday morning, June 17, 2014, killing the pilot, officials said. Police and firefighters responded to the scene. 


Police and firefighters respond to the scene of a plane crash into the yard of a house in East Patchogue on Tuesday morning, June 17, 2014, a Suffolk County fire official said.


Police and firefighters respond to the scene of a fatal plane crash into the yard of a house in East Patchogue on Tuesday morning, June 17, 2014.


Police and firefighters responded to the scene of a plane crash into the yard of a home on Camille Lane in East Patchogue on Tuesday, June 17, 2014, a Suffolk County fire official said. 

 

The single-engine plane crashed into the backyard of a home in East Patchogue Tuesday morning, June 17, 2014, killing the pilot but somehow missing houses in the neighborhood, officials said. At least two people -- including a 1-year-old child -- were in the house on the property, but uninjured, where the plane crashed.


 The pilot of the small plane that crashed into the backyard of an East Patchogue home on Tuesday, June 17, 2014, was pronounced dead at the scene. No one on the ground was injured, police said. 


The pilot of single-engine plane who died when the aircraft crashed in an East Patchogue neighborhood two weeks ago circled the area twice at low altitude before the four-seater dipped to the right and slammed into a backyard, according to a preliminary report.

Pilot Hanan Shoshani, 53, of Jamaica, Queens, was on his way back to Republic Airport in East Farmingdale after reporting visibility problems on the morning of June 17 when his Columbia LC-41 crashed, officials said afterward.

Monday's report from the National Transportation Safety Board did not provide a cause for the crash. It emphasized the poor visibility conditions that morning and detailed the account of a witness who told investigators that after seeing the plane circle low above his home, he saw it "flying on its side" in a right-wing-low attitude before it struck a 25-foot tree and crashed.

It slammed into the backyard of a home on Camille Lane, officials said. No one else was injured in the crash.

The report says the plane's wreckage extended about 185 feet from the tree. The propeller, engine parts, and pieces of both wings were found on the path. But the main wreckage came to rest in the backyard and was completely consumed by fire.

The report also says Shoshani was flying without a flight plan and in conditions where the use of instrument panels would be recommended.

NTSB investigators said at the time it was unclear if Shoshani was certified to fly using only visual flight rules or if he was certified with instruments. The report does not indicate whether Shoshani was instrument-rated.

"Several pilots flying in the vicinity of [Long Island MacArthur Airport] around the time of the accident reported instrument meteorological conditions, with cloud tops between 1,200 feet and 1,500 feet," the report says.

The report also details the brief conversation Shoshani had with air traffic control before the crash. After flying out of East Farmingdale at 8:50 a.m., Shoshani's plane tracked east-southeast before turning north into the airspace above the Ronkonkoma airport.

Shoshani contacted air traffic control and said, "I need your help, sir." The report said he indicated he was heading to MacArthur but didn't have visibility. When asked if he was declaring an emergency, Shoshani said no.

According to the report, "ATC acknowledged the transmission, and radar contact was lost shortly thereafter."

Story, videos, photo gallery and comments:   http://www.newsday.com


Israeli businessman and recreational pilot Hanan Shoshany was killed in a plane crash in Long Island, NY, on Tuesday.

The cause of the crash is still under investigation by New York aviation and safety authorities. Israel's Foreign Ministry released a statement saying it was in contact with Shoshany's family and was arranging the transfer of his body to Israel.

Shoshany, 53, lived in New York. For reasons still unknown, Shoshany's light aircraft crashed in the backyard of a Long Island home Tuesday morning, yards from a house with a mother and baby inside. The impact from the crash shattered one of the house's windows, and fragments landed near the sleeping infant's crib. The child was not harmed.

"It's a miracle that no one in the house or neighbors were hurt," a neighbor told local media outlets. Witnesses said it appeared Shoshany was trying to land in the backyard so as to not crash into nearby houses.

Efforts are being made to transfer Shoshany's body for burial in Israel. Shoshany, who owned a clothing store in Queens, was a father of five and grandfather of two.


BDE: Orthodox Jewish Man Killed In Small Plane Crash 
 
An Orthodox Jewish man from Queens was tragically killed today when the small, single-engine plane he was piloting crashed into the backyard of a home in East Patchogue, Long Island.

Officials reporting the accident stated that the aircraft did not hit any houses in the quiet residential neighborhood before it went down, and miraculously did not cause any injuries to bystanders on the ground. The pilot was 53-year-old Chanan Shoshny Z”L, a Sefardic Jew who was a resident of Jamaica Estates in Queens.

“It was very, very fortunate that he traveled in the path he did,” Det. Lt. Kevin Beyrer commented, noting that the plane traveled between houses less than 30 yards apart. “Because of that no one (on the ground) was hurt.”

The Columbia LC41-550FG plane, which took off from Republic Airport in East Farmingdale at 8:50 a.m, heading to MacArthur Airport in Islip, plummeted into the backyard at 51 Camille Lane at approximately 9:05 a.m. The crash resulted in a fire that caused damage to the adjacent house. A two-block radius around the crash site was evacuated as a precaution.

According to first responder Gregory C. Miglino Jr., Chief of South Country Ambulance, it appeared the pilot “skillfully” managed to avoid hitting any of the homes in his path as he descended. “This would only have been divine intervention or a guy who knew what he was doing and didn’t want anyone to get hurt,” Miglino speculated. “The houses are close together, the parcels are small, there isn’t a lot of room . . . It appears that this guy skillfully put this plane between two houses; that he put it down in a way where he wouldn’t hit anything.”

The Federal Aviation Administration and National Transportation Safety Board will conduct an investigation to determine the specific cause of the tragic crash. Chesed Shel Emes is currently working at the scene with the National Transportation Safety Board to ensure proper Kavod HaNiftar. The body will be taken to Shomrei Hadas Chapel in Boro Park, where the levaya will be held tomorrow morning.


Source:  http://jpupdates.com


Hanan Shoshani, pilot of small plane that crashed in East Patchogue, asked for help minutes beforehand, recording shows 

 A single-engine plane that took off from Farmingdale mysteriously veered miles off course and crashed into an East Patchogue backyard Tuesday, killing a pilot who narrowly missed hitting homes.

Shortly before the impact, the doomed pilot, Hanan Shoshani, 53, was heard saying, "I need your help, sir" to an Islip air traffic controller, according to a transmission on LiveATC.net, a website that posts air traffic communications.

Identifying himself with his craft's 610MH tail number, Shoshani said to the controller, "Heading to Islip. I don't have visibility" in a brief and sometimes muffled exchange at about 9 a.m. Tuesday.

"Are you declaring an emergency?" the controller asked. The pilot said he would return to Republic Airport in East Farmingdale, with the controller acknowledging it was a "good plan."

Seconds later, his Columbia LC-41 slammed into the backyard of 51 Camille Lane, where a mother and a sleeping 1-year-old baby were inside the home, authorities said.

Shoshani, of Jamaica, Queens, the sole occupant of the four-seater airplane, was declared dead at the scene, where his aircraft had disintegrated.

"It was very, very fortunate that he traveled in the path he did," homicide Det. Lt. Kevin Beyrer said, noting the plane's trajectory took it between houses spaced less than 30 yards apart. "Because of that, no one was hurt" on the ground.

Linda Villalobos, who lives on nearby Denise Drive, said, "When we heard it, we thought it was a car crashing into the backyard. There were large flames, all black smoke, that were at least three stories high."

The National Transportation Safety Board dispatched an investigator to begin a probe Wednesday morning, and meet with manufacturers of the plane and engine. The Federal Aviation Administration is also investigating the cause of the crash.

Beyrer said the flight departed Republic at about 8:50 a.m.

The FAA said indications were that the plane was headed to Long Island MacArthur Airport in Ronkonkoma, though Beyrer said it was traveling southwest when it crashed.

First responder Gregory C. Miglino Jr., chief of South Country Ambulance, said it appeared the pilot "skillfully" managed to avoid hitting homes.

"This would only have been divine intervention or a guy who knew what he was doing and didn't want anyone to get hurt," Miglino said. "The houses are close together, the parcels are small, there isn't a lot of room."

Craig Cooper, a spokesman for the American Red Cross, said the woman inside the house near where the plane landed was treated for shock after the plane came down.

"She immediately ran into the baby's room, grabbed the baby out of the bed, and brought him outside," Cooper said, speaking on the family's behalf. "The baby slept through the impact."

Marcus Wilson, who identified himself as the property owner, said he was taking his daughter to school when he got a panicked call from his wife, Kerri.

He said he had assumed the fire was partially extinguished by water from his above-ground pool, which was demolished, as was a trampoline and shed.

"The pool saved us," Wilson said.

Outside Shoshani's home Tuesday afternoon, scores of friends and family went in and out, many telling reporters that the father of five was a charitable, religious man. He operated jeans and sneakers stores in Queens, friends said.

Word had already spread there of how the pilot had not hit any house.

"Even before he died he did everything to save others," said Abraham Hayim of Jamaica. "You don't have to ask to know what kind of man he was when you see all of these people here for him. . . . When the mayor dies he may not have as many who loved him."

FAA records show the plane was registered to the Self-Wing Co. in Jamaica, Queens.

It was built in 2006 by Columbia Aircraft Manufacturing, which was later bought by Cessna. Its registration was last updated in May 2013 and was to expire in July 2015, FAA records show.

Shoshani was a "down to earth guy, family guy," said family friend Adam Malls of Jamaica. "He really enjoyed flying. It was his hobby. He wanted to do it."


Source:  http://www.newsday.com
  
 
Pilot Killed In Long Island Plane Crash Was From Man From Queens

A small, single-engine plane crashed into the backyard of a home in East Patchogue Tuesday morning, killing the pilot but missing houses in the tranquil residential neighborhood, officials said.

The pilot was R”L pronounced dead at the scene. Miraculously, no one on the ground was injured. Sources tell YWN that the pilot was Hanan Shoshanyi Z”L, a resident of Jamaica Estates in Queens, NY. He was 54 years old. Misaskim is working with the family to ensure proper Kavod HaNiftar.

“It was very, very fortunate that he traveled in the path he did,” Det. Lt. Kevin Beyrer said, noting the doomed plane’s trajectory took it between houses less than 30 yards apart. “Because of that no one was hurt,” on the ground.

A private single-engine plane, which left Republic Airport in East Farmingdale at 8:50 a.m., crashed into a backyard at 51 Camille Lane at approximately 9:05 a.m.

First responder Gregory C. Miglino Jr., chief of South Country Ambulance, said it appeared the pilot “skillfully” managed to avoid hitting homes.

“This would only have been divine intervention or a guy who knew what he was doing and didn’t want anyone to get hurt,” Miglino said. “The houses are close together, the parcels are small, there isn’t a lot of room . . . It appears that this guy skillfully put this plane between two houses; that he put it down in a way where he wouldn’t hit anything.”

The Federal Aviation Administration and National Transportation Safety Board will continue the investigation to determine the cause of the crash.

- See more at: http://www.theyeshivaworld.com


 A small plane bound for MacArthur Airport crashed in the yard of a Long Island home Tuesday, killing the pilot and nearly smashing into a room where a mother was caring for her baby, authorities said.

The pilot, Hanan Shoshany, 53, of Jamaica, Queens, somehow steered the plane between two houses, narrowly missing them both and an exterior heating oil tank before crashing in the yard of a home on Camille Lane in Suffolk County's East Patchogue.

A mother and infant were in the room nearest to where the plane crashed shortly after 9 a.m. The infant slept through the explosion and her mother carried the child away to a neighbor's house.   The impact caused damage to the infant's room and left shattered glass on the floor, but both mother and child were unharmed.

Neighbors are searching for the family's white pitbull, Jezebel, who bolted from the house as the mom scrambled away with the child.

Photos and video from the scene showed pulverized wreckage scattered next to a backyard play set. The pilot was pronounced dead at the scene, police said. No one on the ground was hurt.

Witnesses said they were startled by the roar of a plane flying so low, followed by a boom upon impact and another explosion that followed. They said the plane obliterated trees as it fell.

"All of a sudden I heard what sounded like a plane coming down," said Chad Widman, who lives nearby. "It was really, really loud and then there was a pause and then there was a loud boom and then another loud boom."

The fire damaged the house but was quickly put out, authorities said. A two-block radius was evacuated as a precaution.

The FAA said the aircraft was a single-engine Lancair Columbia. It was flying from Republic Airport in East Farmingdale to MacArthur Airport in Islip, the agency said.  The plane crashed just 15 minutes after takeoff.

On Friday, a small plane narrowly missed a house when it crashed north of the city, in Purchase, New York, after taking off from the Westchester County Airport. Richard Rockefeller, the great-grandson of Standard Oil co-founder John D. Rockefeller, was killed.


Source:   http://www.nbcnewyork.com

EAST PATCHOGUE, N.Y. (CBSNewYork) — The pilot of a small plane was killed Tuesday morning when it crashed into the yard of a home on Long Island, authorities said.

The plane went down around 9 a.m. near the side of a house on Camille Lane in East Patchogue and burst into flames, authorities said.

Town of Brookhaven spokesman Kevin Molloy said the plane landed between two houses. Photos from the scene posted on social media showed flames and smoke from the wreckage billowing next to a backyard play set.

Neighbors described a horrific scene.

“You could see the whole lawn engulfed with the fuel burning,” said neighbor John Scileppi, who rushed outside when he heard the crash. “The tail-end of the plane was totally engulfed.”

“I looked around and I saw the black smoke come up and then another explosion,” neighbor Bill Hughes told WCBS 880′s Mike Xirinachs. “Then we all ran out the front doors, all our neighbors and tried to help out if we could, but the backyard was an inferno.”

“I looked behind me and I saw flames shooting up,” another witness told CBS 2′s Jennifer McLogan.

Marcus Wilson owns the home where the plane crashed and said his wife and infant child were inside when the plane came down. He said his wife was in the shower when she heard an explosion. She then grabbed the baby and ran outside.

“She didn’t know what happened at all and then once she came outside, she seen what happened. She called me and said, ‘a plane crashed into the house, a plane crashed into the house,’” he told 1010 WINS’ Mona Rivera. “Everybody is happy to be alive.”

Molloy said there was shattered glass in the baby’s room and the exterior of the house was damaged by the fire, but said no one on the ground was hurt. A two-block radius was evacuated as a precaution, officials said.

Many said it looked like the pilot was trying to avoid hitting the houses. Witnesses said the plane clipped some trees before passing between the homes.

“Luckily it went between both houses,” said Hughes. “The plane actually came through. You can see where it sheared the trees.”

“I don’t know how he missed the houses,” another resident said. “The guy made a last-ditch effort to avoid the houses.”

“It’s very, very fortunate that he traveled in the path that he did,” Suffolk County Detective Lt. Kevin Beyrer said. “Because of that no one was hurt in any of the houses.”

The plane hit an above ground pool, which may have also helped in keeping the flames contained, McLogan reported.

The plane was headed to MacArthur Airport in Ronkonkoma and had taken off from Republic Airport in Farmingdale, the agency said.

The National Transportation Safety Board said it is investigating. The FAA is also on scene.

This is the second small plane crash in less than a week.

Last Friday, Richard Rockefeller, the great-grandson of Standard Oil co-founder John D. Rockefeller, was killed in a crash near Westchester County Airport.

The plane, en route to Portland, Maine, was in heavy fog when it apparently clipped trees just after take-off and crashed at a stable about a half-mile away in Purchase, narrowly missing a home.



 FARMINGDALE - Hanan Shoshany, 53, who was killed in a plane crash in East Patchogue Tuesday morning, addressed his lack of visibility over the radio while he was heading into Islip.

Col. Michael Canders, a SUNY Farmingdale associate professor of aviation, says dealing with cloudy or foggy conditions can be dangerous depending on the pilot's training.

Canders says private pilots need additional training to qualify for flying in what's called “instrument conditions” like being inside clouds or in low visibility. News 12 reporter Christina Regnault entered the department’s flight simulator, which recreated the conditions of the downed aircraft.

“Without that skill, without that proficiency, it would be very easy to get disoriented very quickly," said Canders.

There has been no information released regarding Shoshany’s training as a pilot.

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