Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Las Vegas, Nevada
Piper Aircraft Inc; Chino Hills, California
Lycoming Engines; Phoenix, Arizona
Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
NTSB Identification: WPR15LA217
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 19, 2015 in Las Vegas, NV
Aircraft: PIPER PA 28-181, registration: N8740E
Injuries: 4 Serious.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
HISTORY OF FLIGHT
On July 19, 2015, about 1320 Pacific daylight time, a Piper PA-28-181, N8740E, collided with terrain minutes after departing Henderson Executive Airport, Las Vegas, Nevada. The private pilot and three passengers were seriously injured, and the airplane was destroyed by a postaccident fire. The airplane was registered to the private pilot, and operated as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed for the flight, and a flight plan had not been filed. The flight originated from Las Vegas about 1330, and was destined for San Diego, California.
The pilot reported that the takeoff seemed normal, but once airborne the airplane's climb was "sluggish" and the engine's rpm's at 200-300 rpm lower than normal. He was able to maintain straight and level flight about 300 feet above ground level (agl). When the pilot made a left-hand turn in an attempt to return to the airport, the airplane immediately began to lose altitude. The pilot selected a landing site, and executed a forced landing into an open area associated with a construction site. During the landing sequence into uneven terrain, the landing gear was torn off, and the airplane caught fire. As soon as the airplane came to rest, the front passenger door was opened and the occupants evacuated the airplane. The airplane was consumed by the postaccident fire.
The tower controller at Henderson Airport reported that the airplane appeared to not be climbing normally after takeoff, and he cleared the pilot to make any maneuvers necessary to return to the airport if he desired. A witness reported that he observed the airplane takeoff and struggle to gain altitude; it then made a left turn followed by a steep bank turn and crashed. The airplane crashed into an open construction site and the occupants egressed the airplane before it was completely engulfed in fire.
The airplane's official weight and balance record was contained in the airplanes maintenance records. Using information from a PA-28-181 Pilot's Operating Handbook, the following was used to estimate expected airplane performance. The pilot reported having 30 gallons (180 lbs) of fuel onboard at the time of takeoff, and the estimated combined weight of all the occupants was 770 lbs. The empty weight of the airplane was 1502.5 lbs. and the listed maximum gross weight is 2,550 lbs. The calculated weight of the airplane at takeoff was 2,452.5 lbs. The airport elevation is 2,492 ft mean sea level (msl), the temperature was 33 C, and the pressure altitude was 30.10 inHg. The calculated density altitude for those conditions was 5,014 ft. Utilizing the climb performance chart for a PA-28-181 for these conditions resulted in an expected rate-of-climb of 520 feet per minute.
AIRCRAFT INFORMATION
A review of the airplane's maintenance records revealed that the most recent annual inspection was performed on February 25, 2015, at a total airframe time of 4,040 hours. The mechanic who performed the annual inspection stipulated in the airframe logbook that the carburetor heat control bracket required repair, and that the number 2 navigation radio head required a placard indicating the radio was inoperative. Once those repairs had been made by an A&P mechanic then the entry stated, "this aircraft will be airworthy & ok for return to service." The A&P mechanic who performed the annual inspection stated to the NTSB investigator-in-charge (IIC) that he did perform the engine static rpm check as part of the annual inspection, during which he noticed that the rpm was 10% to 20% below normal. He attributed that reduction in rpm to the loose carburetor heat door which could allow the carb heat to be in an unknown position. Maintenance records obtained from First Flight Corp, San Diego, CA, documented that the carburetor heat bracket was repaired on March 5, 2015.
The engine, a Lycoming O-360-A4A, capable of producing 180-hp, was overhauled on October 6, 1986, and had accumulated 1,461 hours since the overhaul. The airplane and engine had accumulated a total of approximately 150.4 hours over the 10 years preceding the accident.
On July 23, 2015, the engine was examined by a technical representative of Lycoming under the oversight of a Federal Aviation Administration (FAA) inspector. During the examination, the top spark plugs were removed, examined, and photographed. The crankshaft was rotated by hand utilizing the propeller. The crankshaft was free and easy to rotate in both directions. "Thumb" compression was observed in proper order on all four cylinders. The complete valve train was observed to operate in proper order. Clean, uncontaminated oil was observed at all four rocker box areas. Investigators noted that each of the intake valve rockers exhibited limited movement estimated to be about 50% less than normal. The intake valves of opposing cylinders share a common cam lobe. To facilitate further internal examination, holes were drilled through the top of the engine case material in-line with the rotational plane of each connecting rod. A lighted borescope was inserted to visualize each of the cam lobes at the respective cylinder position. Visual examination confirmed signatures of excessive wear on the intake cam lobes. Mechanical continuity was established throughout the rotating group, valve train and accessory section during hand rotation of the crankshaft. The bottom spark plugs were not removed. The combustion chamber of each cylinder was examined through the spark plug holes utilizing a lighted borescope. The combustion chambers remained mechanically undamaged, and there was no evidence of foreign object ingestion or detonation. The valves were intact and undamaged. There was no evidence of valve to piston face contact observed.
The left and right magnetos remained securely clamped at their respective mounting pads and had been thermally damaged due to the effects of the post impact ground fire. The ignition harness was secure at each magneto. The magnetos were removed for examination. The magnetos sustained varying degrees of thermal damage that rendered the unit inoperative and therefore, could not be functionally tested. Magneto to engine timing could not be ascertained.
There was no oil residue observed in the exhaust system gas path. There was significant ductile bending of the exhaust system components. The exhaust system was found free of obstructions.
A subsequent teardown examination of the engine was conducted September 01, 2015, under the oversight of the NTSB investigator-in-charge. The engine was completely disassembled. The cylinder(s) combustion chambers and barrels remained mechanically undamaged, and there was no evidence of foreign object ingestion or detonation. The valves were intact and undamaged. There was no evidence of valve to piston face contact observed. The pistons were intact. The ring assemblies at each piston were intact and free to rotate within their respective ring land. Mechanical continuity of the rotating group and internal mechanisms were established visually during the disassembly and examination of the engine. The accessory gears including the crankshaft gear, bolt and dowel were intact and remained undamaged by any pre-impact malfunction. There was no evidence of lubrication depravation found. The crankshaft and attached connecting rods remained free of heat distress. The valve tappet faces exhibited significant spalling damage.
ADDITIONAL INFORMATION
Lycoming Engines Mandatory Service Bulletin SB301B, dated February 18, 1977 provides guidance for maintenance procedures and service limitations for valves. In particular Paragraph 1,(b) states "Rotate the engine by hand and check to determine that all cylinders have normal lift and that rockers arms operate normally" a 400 hour inspection interval. The logbooks did not contain any record of a camshaft lobe inspection, camshaft replacement or compliance with this SB.
According to Lycoming Engines Service Instruction SI1009AW "Recommended Time Between Overhaul Periods" the subject engine should be overhauled at 2,000 hour intervals or before the twelfth year, whichever occurs first.
Lycoming Engines Mandatory Service Bulletin SB480E provides guidance when inspecting oil system screens and filters for contamination during inspection cycles.
NTSB Identification: WPR15LA217
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 19, 2015 in Las Vegas, NV
Aircraft: PIPER PA 28-181, registration: N8740E
Injuries: 4 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. 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 July 19, 2015, about 1330 Pacific daylight time, a Piper PA-28-181, N8740E, impacted terrain minutes after departing Henderson Executive Airport, Las Vegas, Nevada. The private pilot and three passengers were seriously injured, and the airplane was destroyed by a post accident fire. The airplane was registered to the pilot, and operated under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, and a flight plan had not been filed. The flight originated from Las Vegas about 1330, and was destined for San Diego, California.
The controller at Henderson tower reported that the airplane appeared to not be climbing normally after takeoff, and he cleared the pilot to make any maneuvers necessary to return to the airport if he desired. A witness reported that he observed the airplane takeoff and struggle to gain altitude; it then made a left turn followed by a steep bank turn and crashed. The airplane crashed into a open construction site and the occupants egressed the airplane before it was completely engulfed in fire.
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 19, 2015 in Las Vegas, NV
Aircraft: PIPER PA 28-181, registration: N8740E
Injuries: 4 Serious.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
HISTORY OF FLIGHT
On July 19, 2015, about 1320 Pacific daylight time, a Piper PA-28-181, N8740E, collided with terrain minutes after departing Henderson Executive Airport, Las Vegas, Nevada. The private pilot and three passengers were seriously injured, and the airplane was destroyed by a postaccident fire. The airplane was registered to the private pilot, and operated as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed for the flight, and a flight plan had not been filed. The flight originated from Las Vegas about 1330, and was destined for San Diego, California.
The pilot reported that the takeoff seemed normal, but once airborne the airplane's climb was "sluggish" and the engine's rpm's at 200-300 rpm lower than normal. He was able to maintain straight and level flight about 300 feet above ground level (agl). When the pilot made a left-hand turn in an attempt to return to the airport, the airplane immediately began to lose altitude. The pilot selected a landing site, and executed a forced landing into an open area associated with a construction site. During the landing sequence into uneven terrain, the landing gear was torn off, and the airplane caught fire. As soon as the airplane came to rest, the front passenger door was opened and the occupants evacuated the airplane. The airplane was consumed by the postaccident fire.
The tower controller at Henderson Airport reported that the airplane appeared to not be climbing normally after takeoff, and he cleared the pilot to make any maneuvers necessary to return to the airport if he desired. A witness reported that he observed the airplane takeoff and struggle to gain altitude; it then made a left turn followed by a steep bank turn and crashed. The airplane crashed into an open construction site and the occupants egressed the airplane before it was completely engulfed in fire.
The airplane's official weight and balance record was contained in the airplanes maintenance records. Using information from a PA-28-181 Pilot's Operating Handbook, the following was used to estimate expected airplane performance. The pilot reported having 30 gallons (180 lbs) of fuel onboard at the time of takeoff, and the estimated combined weight of all the occupants was 770 lbs. The empty weight of the airplane was 1502.5 lbs. and the listed maximum gross weight is 2,550 lbs. The calculated weight of the airplane at takeoff was 2,452.5 lbs. The airport elevation is 2,492 ft mean sea level (msl), the temperature was 33 C, and the pressure altitude was 30.10 inHg. The calculated density altitude for those conditions was 5,014 ft. Utilizing the climb performance chart for a PA-28-181 for these conditions resulted in an expected rate-of-climb of 520 feet per minute.
AIRCRAFT INFORMATION
A review of the airplane's maintenance records revealed that the most recent annual inspection was performed on February 25, 2015, at a total airframe time of 4,040 hours. The mechanic who performed the annual inspection stipulated in the airframe logbook that the carburetor heat control bracket required repair, and that the number 2 navigation radio head required a placard indicating the radio was inoperative. Once those repairs had been made by an A&P mechanic then the entry stated, "this aircraft will be airworthy & ok for return to service." The A&P mechanic who performed the annual inspection stated to the NTSB investigator-in-charge (IIC) that he did perform the engine static rpm check as part of the annual inspection, during which he noticed that the rpm was 10% to 20% below normal. He attributed that reduction in rpm to the loose carburetor heat door which could allow the carb heat to be in an unknown position. Maintenance records obtained from First Flight Corp, San Diego, CA, documented that the carburetor heat bracket was repaired on March 5, 2015.
The engine, a Lycoming O-360-A4A, capable of producing 180-hp, was overhauled on October 6, 1986, and had accumulated 1,461 hours since the overhaul. The airplane and engine had accumulated a total of approximately 150.4 hours over the 10 years preceding the accident.
On July 23, 2015, the engine was examined by a technical representative of Lycoming under the oversight of a Federal Aviation Administration (FAA) inspector. During the examination, the top spark plugs were removed, examined, and photographed. The crankshaft was rotated by hand utilizing the propeller. The crankshaft was free and easy to rotate in both directions. "Thumb" compression was observed in proper order on all four cylinders. The complete valve train was observed to operate in proper order. Clean, uncontaminated oil was observed at all four rocker box areas. Investigators noted that each of the intake valve rockers exhibited limited movement estimated to be about 50% less than normal. The intake valves of opposing cylinders share a common cam lobe. To facilitate further internal examination, holes were drilled through the top of the engine case material in-line with the rotational plane of each connecting rod. A lighted borescope was inserted to visualize each of the cam lobes at the respective cylinder position. Visual examination confirmed signatures of excessive wear on the intake cam lobes. Mechanical continuity was established throughout the rotating group, valve train and accessory section during hand rotation of the crankshaft. The bottom spark plugs were not removed. The combustion chamber of each cylinder was examined through the spark plug holes utilizing a lighted borescope. The combustion chambers remained mechanically undamaged, and there was no evidence of foreign object ingestion or detonation. The valves were intact and undamaged. There was no evidence of valve to piston face contact observed.
The left and right magnetos remained securely clamped at their respective mounting pads and had been thermally damaged due to the effects of the post impact ground fire. The ignition harness was secure at each magneto. The magnetos were removed for examination. The magnetos sustained varying degrees of thermal damage that rendered the unit inoperative and therefore, could not be functionally tested. Magneto to engine timing could not be ascertained.
There was no oil residue observed in the exhaust system gas path. There was significant ductile bending of the exhaust system components. The exhaust system was found free of obstructions.
A subsequent teardown examination of the engine was conducted September 01, 2015, under the oversight of the NTSB investigator-in-charge. The engine was completely disassembled. The cylinder(s) combustion chambers and barrels remained mechanically undamaged, and there was no evidence of foreign object ingestion or detonation. The valves were intact and undamaged. There was no evidence of valve to piston face contact observed. The pistons were intact. The ring assemblies at each piston were intact and free to rotate within their respective ring land. Mechanical continuity of the rotating group and internal mechanisms were established visually during the disassembly and examination of the engine. The accessory gears including the crankshaft gear, bolt and dowel were intact and remained undamaged by any pre-impact malfunction. There was no evidence of lubrication depravation found. The crankshaft and attached connecting rods remained free of heat distress. The valve tappet faces exhibited significant spalling damage.
ADDITIONAL INFORMATION
Lycoming Engines Mandatory Service Bulletin SB301B, dated February 18, 1977 provides guidance for maintenance procedures and service limitations for valves. In particular Paragraph 1,(b) states "Rotate the engine by hand and check to determine that all cylinders have normal lift and that rockers arms operate normally" a 400 hour inspection interval. The logbooks did not contain any record of a camshaft lobe inspection, camshaft replacement or compliance with this SB.
According to Lycoming Engines Service Instruction SI1009AW "Recommended Time Between Overhaul Periods" the subject engine should be overhauled at 2,000 hour intervals or before the twelfth year, whichever occurs first.
Lycoming Engines Mandatory Service Bulletin SB480E provides guidance when inspecting oil system screens and filters for contamination during inspection cycles.
NTSB Identification: WPR15LA217
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 19, 2015 in Las Vegas, NV
Aircraft: PIPER PA 28-181, registration: N8740E
Injuries: 4 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. 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 July 19, 2015, about 1330 Pacific daylight time, a Piper PA-28-181, N8740E, impacted terrain minutes after departing Henderson Executive Airport, Las Vegas, Nevada. The private pilot and three passengers were seriously injured, and the airplane was destroyed by a post accident fire. The airplane was registered to the pilot, and operated under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, and a flight plan had not been filed. The flight originated from Las Vegas about 1330, and was destined for San Diego, California.
The controller at Henderson tower reported that the airplane appeared to not be climbing normally after takeoff, and he cleared the pilot to make any maneuvers necessary to return to the airport if he desired. A witness reported that he observed the airplane takeoff and struggle to gain altitude; it then made a left turn followed by a steep bank turn and crashed. The airplane crashed into a open construction site and the occupants egressed the airplane before it was completely engulfed in fire.
Andrew Brown
BIRMINGHAM, AL (WBRC) - A Birmingham man who is in critical condition after a plane crash in Henderson, Nevada hopes to be transferred back to Birmingham by the end of the week.
Andrew Brown, 33, was one of four people on board the plane that crashed on July 19. He says 30 percent of his body is burned.
Brown is being treated at UMC in Las Vegas.
The Federal Aviation Administration (FAA) says the plane crashed shortly after takeoff.
Brown said he has flown numerous times in all kinds of planes and felt something was wrong as soon as they took off. He said the pilot did everything to make sure all four passengers had a soft landing. But once they hit the ground, they knew the struggle would be getting out of the aircraft safely.
"I think the scariest part is when you open the door and there's nothing but fire there and there's only one way out and that was through the flames. Me and the guy in the backseat just, it was either stay in the plane and blow up or run through the fire. We ran through the fire," Brown said.
All four people in the plane survived but every one sustained injuries.
Brown helps run a family business in Columbiana: Brown Lumber and Supply, Inc.
HENDERSON, Nev. - Two people were critically hurt and two others suffered minor injuries when a small plane headed to Southern California crashed near Henderson Executive Airport Sunday outside Las Vegas.
Authorities say the Piper PA-28-181 Archer II plane crashed around 1:20 p.m. Sunday about 3 miles south of the airport. Clark County Department of Aviation spokesman Paul Bobson says a fire ignited after the crash, and the plane is a total loss. Witnesses said four men got away from the plane before it fully burst into flames.
City spokeswoman Kathleen Richards says all four occupants were transported to the hospital. Two had critical burns. The other two had injuries that were not life-threatening.
According to KTNV, three of the four occupants aboard were members of the Navy heading back to Naval Special Warfare Command in San Diego following a private trip. The plane was registered out of Virginia, KTNV reported.
John Degatano shot video of the plane crash after he saw the smoke nearby and rushed to the scene. He initially went to the plane thinking someone was still trapped inside and didn't start recording until he realized the people were well away from the wreckage.
"I tried to go back and forth to all four of them and wipe them down, wet them down," he told KTNV. "That was all I could do."
Federal Aviation Administration spokesman Ian Gregor says it was not clear what caused the crash. The FAA and the National Transportation Safety Board are investigating.
A FOX5 viewer shared this picture of the burning wreckage of an airplane after it crashed near Henderson on July 19, 2015.
"They were on a private aircraft on a personal trip that they were returning from. All were in a liberty status," Lt. Cmdr. Mark Walton said by telephone from Coronado, which is home to several SEAL teams and other components of the Navy‘s special operations forces. Walton said a fourth man in the single-engine Piper Cherokee is a civilian. Witnesses said the plane was on fire when it crashed in the desert three miles southeast of Anthem, near the Inspirada community, after departing from Henderson Executive Airport at about 1:20 p.m. Sunday. The men were able to escape the wreck about 90 seconds before it exploded.
HENDERSON, Nev. – Columbiana business owner Andrew Brown was one of four people injured in a small plane crash near Henderson, Nev., on July 19.
“Preliminary reports are two are critically burned, and the other two are burned,” Columbiana Mayor Stancil Handley said on the morning of July 20. “No one was killed in the accident.”
Handley said burns cover about 30 percent of Brown’s body, according to his father, Andy Brown, who flew out to Nevada on July 19 to be with his son.
“They’ve got him sedated somewhat and resting,” Handley said. “He’ll require some care.”
Andrew and Andy Brown operate Brown Lumber and Building Supply in Columbiana.
The plane, a single-engine Piper PA 28 crashed under unknown circumstances at about 1:20 p.m. after departing from Henderson Executive Airport, according to Public Affairs Manager Ian Gregor with the Federal Aviation Administration.
The plane caught fire after crashing with four people on board, Gregor wrote in a July 20 email.
“FAA investigators on Sunday were at the crash site, which is about three miles south of the airport,” Gregor wrote. “The FAA and NTSB will investigate.”
Smiley Fortner, store manager at Brown Lumber, said Andrew Brown was “doing OK” as of the afternoon of July 20 and could be back at home by the weekend.
“He’s definitely got a long road ahead of him recovering from the burns,” Fortner said. “We’re just thankful he’s alive. Not many people walk away from a plane crash.”
Fortner said numerous people had called the store to express concern and well wishes for Brown.
“We appreciate the community support,” Fortner said. “We’re awful thankful for the community. We just appreciate everybody’s calls and well wishes.”
- See more at: http://www.shelbycountyreporter.com
Three of the four men injured in a small plane crash near Henderson Executive Airport Sunday are active-duty military — a Navy SEAL and two sailors assigned to the Naval Special Warfare Command in Coronado, Calif., the Navy said Monday. The servicemen, whose names have not yet been released, are in serious but stable condition at University Medical Center, the Navy said.
“Preliminary reports are two are critically burned, and the other two are burned,” Columbiana Mayor Stancil Handley said on the morning of July 20. “No one was killed in the accident.”
Handley said burns cover about 30 percent of Brown’s body, according to his father, Andy Brown, who flew out to Nevada on July 19 to be with his son.
“They’ve got him sedated somewhat and resting,” Handley said. “He’ll require some care.”
Andrew and Andy Brown operate Brown Lumber and Building Supply in Columbiana.
The plane, a single-engine Piper PA 28 crashed under unknown circumstances at about 1:20 p.m. after departing from Henderson Executive Airport, according to Public Affairs Manager Ian Gregor with the Federal Aviation Administration.
The plane caught fire after crashing with four people on board, Gregor wrote in a July 20 email.
“FAA investigators on Sunday were at the crash site, which is about three miles south of the airport,” Gregor wrote. “The FAA and NTSB will investigate.”
Smiley Fortner, store manager at Brown Lumber, said Andrew Brown was “doing OK” as of the afternoon of July 20 and could be back at home by the weekend.
“He’s definitely got a long road ahead of him recovering from the burns,” Fortner said. “We’re just thankful he’s alive. Not many people walk away from a plane crash.”
Fortner said numerous people had called the store to express concern and well wishes for Brown.
“We appreciate the community support,” Fortner said. “We’re awful thankful for the community. We just appreciate everybody’s calls and well wishes.”
- See more at: http://www.shelbycountyreporter.com
Three of the four men injured in a small plane crash near Henderson Executive Airport Sunday are active-duty military — a Navy SEAL and two sailors assigned to the Naval Special Warfare Command in Coronado, Calif., the Navy said Monday. The servicemen, whose names have not yet been released, are in serious but stable condition at University Medical Center, the Navy said.
The registered owner of the airplane, Jody Lee Stuckey, 31, of Chula Vista, Calif., on Monday was listed as a patient in the University Medical Center burn unit, though no information about his condition was available Monday. Walton wouldn‘t identify the servicemen, but according to media reports Stuckey completed basic training at the Navy‘s Recruit Training Command in Great Lakes, Ill. in 2013.
National Transportation Safety Board investigators on Sunday had the wreckage hauled to "a secure place," at the Henderson airport, said Aviation Safety Investigator Van McKenny. Determining the cause of the crash could take as long as a year, he said. McKenny said he doesn‘t know who was at the controls of the airplane when it went down.
Eye witness Carmine Buonanno said the plane had trouble gaining altitude after takeoff. He looked away momentarily and then saw the plane‘s tail upright, the fuselage heading toward the ground. He said he rushed to the crash site and saw passengers emerge from the wreckage. About a minute later, he said, the plane exploded. "They missed death by about a minute and a half." Another witness who responded said he gave first aid to the men, treating two who suffered burns by pouring water on them and covering them with a wet T-shirt.
Source: http://www.reviewjournal.com
Four people were taken to the hospital after their plane crashed in the southeast valley, officials say. The aircraft went down after catching fire at 1:20 Sunday afternoon, in a desert area about three miles southeast of Anthem, near the Inspirada community, after departing from the Henderson Executive Airport, city spokeswoman Kathleen Richards said.
It was bound for Southern California, Department of Aviation spokesman Paul Bobson said. All four passengers were transported to University Medical Center, Richards said. Two of them suffered critical burns, and two have nonlife-threatening injuries. The plane, a fixed-wing single engine Piper, was registered to Jody Stockey, according to the FAA. The plane registration lists an address in Virginia City, Va., but Stuckey‘s FAA pilot certification lists an address in San Diego.
In 2013, news media in Illinois reported that Stuckey completed U.S. Navy basic training at Recruit Training Command in Great Lakes, Ill. Carmine Buonanno, who works at the model homes nearby, said he saw the whole thing. From the beginning, the plane had trouble getting altitude, he said. "It looked like it was a hundred years old." The FAA registration lists the plane as being manufactured in 1976.
After looking away for five seconds, Buonanno says he turned to the sky and saw the tail of the plane up in the air before it ultimately hit the ground. Buonanno immediately headed toward the crash, he said. Four people, he described as males in their mid-to-late twenties, emerged from the wreckage and were "walking hard" away from the scene.
About a minute later, he heard the plane explode and saw a plume of black smoke from what he estimated to be 75 to 100 yards away. "They missed death by about a minute and a half," he said. Another witness, who identified himself only as "John," said he did not see the plane crash, but noticed the smoke right away. After hearing it was a downed plane, he said he drove as close as he could to the crash without hesitation, then ran the remainder of the distance to the four male passengers.
"All I thought about was helping them." John described the condition of the passengers, "their skin was melting off them," he said, prompting him to cool the men with his wet t-shirt and by pouring water on them. "One kid was shouting he was on fire," he said. The identities of the passengers have not been released. The FAA and NTSB are investigating, and the cause of the crash has not been determined, FAA spokesman Ian Gregor wrote in an email.
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