Saturday, September 19, 2015

Schleicher ASW-19B, N27XX: Accident occurred September 19, 2015 at Saratoga County Airport (5B2), New York

Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

NTSB Identification: ERA15LA367
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 19, 2015 in Saratoga Springs, NY
Probable Cause Approval Date: 07/26/2017
Aircraft: SCHLEICHER ASW 19B, registration: N27XX
Injuries: 1 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.

The private pilot was attempting to land the glider. A witness described the glider's initial approach to the runway as "high and fast" and noted that the landing gear and spoilers were retracted. He added that the glider flew about halfway down the runway, climbed, turned right, and banked steeply before making a left “teardrop” turn. The glider then flew down the runway in the opposite direction. The landing gear extended and retracted at least once during the turn. The glider made a second low pass over the runway at an “excessive” speed but did not land. The glider then entered another climb and made a very steep descending left turn, and the left wing struck the ground followed by the nose. Data extracted from a GPS found in the wreckage were consistent with the witness's observations. The pilot was seriously injured and could not remember the accident sequence of events.

Postaccident examination of te wreckage revealed no evidence of any preimpact mechanical deficiencies that would have precluded normal operation of the glider.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain glider control while attempting to land.


The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Syracuse, New York 

Aviation Accident Factual Report - National Transportation Safety Board:  https://app.ntsb.gov/pdf

http://registry.faa.gov/N27XX





NTSB Identification: ERA15LA367
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 19, 2015 in Saratoga Springs, NY
Aircraft: SCHLEICHER ASW 19B, registration: N27XX
Injuries: 1 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.

On September 19, 2015, about 1409 eastern daylight time, a Schleicher ASW 19B glider, N27XX, was destroyed when it collided with terrain while attempting to land at Saratoga County Airport (5B2), Saratoga, New York. The private pilot was seriously injured. The glider was registered to and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions were reported and no flight plan was filed for the local flight. The flight originated at 5B2 about 1338.

A designated pilot examiner for the Federal Aviation Administration (FAA) was at the airport and witnessed the accident. He stated that he first observed the glider when it was on final approach for runway 32. The glider was "high and fast," and the landing gear and spoilers were retracted. He said the glider flew about halfway down the runway, climbed, turned right. It then banked steeply, made a left "teardrop" turn, and flew down the runway in the opposite direction. The witness never saw the spoilers extend, but the landing gear did extend and retract at least once during the turn. The glider made a second low pass (below 100 ft) over the runway at an "excessive" speed, but did not land. The witness said the glider entered another climb, made a very steep left turn, and nearly missed colliding with a building. The glider descended while in the turn and the left wing struck the ground followed by the nose. The witness said, "To summarize, the glider basically flew from a starting altitude of less than 50 ft, made nearly two complete teardrop course reversals. The left wing struck the ground before completing the second. During this time, possibly as much as two minutes, the gear was extended and retracted at least once but I did not see the spoilers extend."

The pilot stated that he did not remember the accident flight.

Data contained in a FlyWithCE GPS found in the wreckage was consistent with the witness's statement. The data, which included latitude/longitude, altitude, and groundspeed, began recording at 1338:32 when the glider departed runway 32 and ended at 1409:10. After departure, the glider performed several turning maneuvers away from the airport before returning to land. When the airplane arrived back at the airport, it flew downwind for runway 32 before turning onto final approach. At 1407:53, at a groundspeed of 154 knots, the glider flew about halfway down runway 32, before making a right turn followed by a steep left turn back down the runway, but in the opposite direction. At 1408:53, at a groundspeed of 80 knots, the glider entered a descending left turn before the data ended at 1409:10.

Postaccident examination of the wreckage by an FAA inspector revealed that glider cart-wheeled and came to rest on the right side of the final approach path of runway 32, resulting in extensive impact damage to the glider's wings and fuselage. The landing gear and spoilers were retracted. No mechanical deficiencies were noted that would have precluded normal operation of the glider prior to the accident.

The pilot held a private pilot certificate with ratings for airplane single-engine land, airplane single-engine sea, and glider. The pilot reported a total of 310 hours of flight experience; of which 145 hours were in gliders, and 56 hours was in the same make/model as the accident glider. The pilot was not required to have an FAA-issued medical certificate to operate a glider.

Weather reported at Albany International Airport (ALB), Albany, New York, at 1351, located about 18 miles south of 5B2, included wind from 170 degrees at 11 knots gusting to 17 knots, visibility 10 miles, few clouds at 11,000 ft, scattered clouds at 23,000 and 28,000 ft, temperature 27 degrees C, dewpoint 14 degrees C, and a barometric altimeter setting of 29.87 inches of mercury.


NTSB Identification: ERA15LA367
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 19, 2015 in Saratoga Springs, NY
Aircraft: SCHLEICHER ASW 19B, registration: N27XX
Injuries: 1 Serious.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. 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 September 19, 2015, about 1410 eastern daylight time, a Schleicher ASW 19B glider, N27XX, was destroyed when it collided with terrain while attempting to land at the Saratoga County Airport (5B2), Saratoga, New York. The private pilot was seriously injured. The glider was registered to and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions were reported and no flight plan was filed for the local flight. The flight originated at 5B2 at an unknown time.

A designated pilot examiner for the Federal Aviation Administration (FAA) was at the airport and witnessed the accident. He stated that he first observed the glider when it was on final approach for runway 32. The glider was "high and fast," and the landing gear and spoilers were retracted. He said the glider flew about halfway down the runway, climbed, and made a steep right turn and attempted to land on the runway in the opposite direction. The witness never saw the spoilers extend, but the landing gear did extend and retract at least once during the turn. The glider made a second low pass (below 100 ft) over the runway at an "excessive" speed, but did not land. The witness said the glider entered another climb and made a very steep left turn and nearly missed a building. The glider descended while in the turn and the left wing struck the ground followed by the nose.

Initial examination of the wreckage by an FAA inspector revealed that glider cartwheeled and came to rest on the right side of the final approach path of runway 32, which resulted in extensive impact damage to the glider's wings and fuselage. The landing gear and spoilers were retracted. The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Syracuse, New York 

Aviation Accident Factual Report - National Transportation Safety Board:  https://app.ntsb.gov/pdf

http://registry.faa.gov/N27XX

NTSB Identification: ERA15LA367
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 19, 2015 in Saratoga Springs, NY
Aircraft: SCHLEICHER ASW 19B, registration: N27XX
Injuries: 1 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.

On September 19, 2015, about 1409 eastern daylight time, a Schleicher ASW 19B glider, N27XX, was destroyed when it collided with terrain while attempting to land at Saratoga County Airport (5B2), Saratoga, New York. The private pilot was seriously injured. The glider was registered to and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions were reported and no flight plan was filed for the local flight. The flight originated at 5B2 about 1338.

A designated pilot examiner for the Federal Aviation Administration (FAA) was at the airport and witnessed the accident. He stated that he first observed the glider when it was on final approach for runway 32. The glider was "high and fast," and the landing gear and spoilers were retracted. He said the glider flew about halfway down the runway, climbed, turned right. It then banked steeply, made a left "teardrop" turn, and flew down the runway in the opposite direction. The witness never saw the spoilers extend, but the landing gear did extend and retract at least once during the turn. The glider made a second low pass (below 100 ft) over the runway at an "excessive" speed, but did not land. The witness said the glider entered another climb, made a very steep left turn, and nearly missed colliding with a building. The glider descended while in the turn and the left wing struck the ground followed by the nose. The witness said, "To summarize, the glider basically flew from a starting altitude of less than 50 ft, made nearly two complete teardrop course reversals. The left wing struck the ground before completing the second. During this time, possibly as much as two minutes, the gear was extended and retracted at least once but I did not see the spoilers extend."

The pilot stated that he did not remember the accident flight.

Data contained in a FlyWithCE GPS found in the wreckage was consistent with the witness's statement. The data, which included latitude/longitude, altitude, and groundspeed, began recording at 1338:32 when the glider departed runway 32 and ended at 1409:10. After departure, the glider performed several turning maneuvers away from the airport before returning to land. When the airplane arrived back at the airport, it flew downwind for runway 32 before turning onto final approach. At 1407:53, at a groundspeed of 154 knots, the glider flew about halfway down runway 32, before making a right turn followed by a steep left turn back down the runway, but in the opposite direction. At 1408:53, at a groundspeed of 80 knots, the glider entered a descending left turn before the data ended at 1409:10.

Postaccident examination of the wreckage by an FAA inspector revealed that glider cart-wheeled and came to rest on the right side of the final approach path of runway 32, resulting in extensive impact damage to the glider's wings and fuselage. The landing gear and spoilers were retracted. No mechanical deficiencies were noted that would have precluded normal operation of the glider prior to the accident.

The pilot held a private pilot certificate with ratings for airplane single-engine land, airplane single-engine sea, and glider. The pilot reported a total of 310 hours of flight experience; of which 145 hours were in gliders, and 56 hours was in the same make/model as the accident glider. The pilot was not required to have an FAA-issued medical certificate to operate a glider.

Weather reported at Albany International Airport (ALB), Albany, New York, at 1351, located about 18 miles south of 5B2, included wind from 170 degrees at 11 knots gusting to 17 knots, visibility 10 miles, few clouds at 11,000 ft, scattered clouds at 23,000 and 28,000 ft, temperature 27 degrees C, dewpoint 14 degrees C, and a barometric altimeter setting of 29.87 inches of mercury.






NTSB Identification: ERA15LA367
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 19, 2015 in Saratoga Springs, NY
Aircraft: SCHLEICHER ASW 19B, registration: N27XX
Injuries: 1 Serious.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. 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 September 19, 2015, about 1410 eastern daylight time, a Schleicher ASW 19B glider, N27XX, was destroyed when it collided with terrain while attempting to land at the Saratoga County Airport (5B2), Saratoga, New York. The private pilot was seriously injured. The glider was registered to and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions were reported and no flight plan was filed for the local flight. The flight originated at 5B2 at an unknown time.

A designated pilot examiner for the Federal Aviation Administration (FAA) was at the airport and witnessed the accident. He stated that he first observed the glider when it was on final approach for runway 32. The glider was "high and fast," and the landing gear and spoilers were retracted. He said the glider flew about halfway down the runway, climbed, and made a steep right turn and attempted to land on the runway in the opposite direction. The witness never saw the spoilers extend, but the landing gear did extend and retract at least once during the turn. The glider made a second low pass (below 100 ft) over the runway at an "excessive" speed, but did not land. The witness said the glider entered another climb and made a very steep left turn and nearly missed a building. The glider descended while in the turn and the left wing struck the ground followed by the nose.

Initial examination of the wreckage by an FAA inspector revealed that glider cartwheeled and came to rest on the right side of the final approach path of runway 32, which resulted in extensive impact damage to the glider's wings and fuselage. The landing gear and spoilers were retracted.

MILTON - A pilot came up short of the runway and slammed into the ground Saturday afternoon at the Saratoga County Airport.

He lost a foot in the crash, but is expected to survive.

The gliders don't have an engine. However, the ground is just as hard if you if you don't hit the runway.

A crumpled glider sits in the tall grass at the Saratoga County Airport. The engine-less aircraft cartwheeled after a bad landing just short of the runway around 2 p.m. on Saturday.

The pilot, Ryszard Szymanowski, 66, of East Greenbush was airlifted to Albany Medical Center with a smashed up face and a severed foot. He's expected to survive.

Sheriff’s deputies say Szymanowski was a well-known member of a glider club at the airport. It's a popular hobby here, more than a dozen of the aircraft sit outside a hangar.

Gliders, are towed by planes off the runway and into the sky. Then at a certain altitude, the cable is cut between the two and the pilot of the glider glides to the ground.

A lot of people come to the airport just to watch the engine-less aircraft.

Deputies say Szymanowski was coming in too fast. He tried landing twice, and on the third try, came up short.

The glider will sit in the grass until the National Traffic Safety Board and Federal Aviation Administration can investigate.

The airport is uncontrolled airspace. That means pilots determine themselves if they can land or not. That means there were very few interruptions – if any – because of this crash.

Clark 1000, N9018R: Accident occurred September 19, 2015 at Skylark Airpark (7B6), Warehouse Point, Connecticut



The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Enfield, Connecticut

Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

Aviation Accident Data Summary - National Transportation Safety Board:  https://app.ntsb.gov/pdf

http://registry.faa.gov/N9018R 

NTSB Identification: ERA15LA365
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 19, 2015 in Warehouse Point, CT
Probable Cause Approval Date: 07/20/2017
Aircraft: CLARK 1000, registration: N9018R
Injuries: 1 Minor.

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 private pilot was taking off in the single-seat, single-engine biplane. A witness described that, during the takeoff roll on the mowed grass beside the paved runway, the airplane veered left into taller grass, but the pilot continued the takeoff toward tall trees. After becoming airborne, the airplane’s pitch attitude was “much too severe,” and it appeared to “run out of energy” as the wings rocked back and forth. The airplane settled onto the ground in tall weeds off the departure end of the runway, nosed over, and came to rest inverted. A video of the flight depicted a flight profile consistent with that described by the witness. Smooth, continuous engine sounds were heard well into the airplane’s descent.

The pilot’s decision to depart from the grass runway rather than the paved runway increased the overall takeoff distance required, a distance which increased even more when the airplane traveled into taller vegetation during the takeoff roll. Rather than aborting the takeoff, the pilot chose to continue, and the airplane became airborne at a point from which it could not maintain a climb over the trees at the end of the runway. The pilot responded by increasing the airplane’s pitch attitude, resulting in an exceedance of its critical angle of attack and an aerodynamic stall. 

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

The pilot’s failure to maintain adequate airspeed during the initial climb after takeoff, which resulted in the airplane exceeding its critical angle of attack and experiencing an aerodynamic stall. Contributing to the accident was the pilot's decision to conduct the takeoff from a grass runway rather than a paved surface, and his decision to continue the takeoff after the airplane traveled into taller vegetation, which significantly increased the distance required to clear trees at the end of the runway.

On September 19, 2015, about 1150 eastern daylight time, a Clark 1000 biplane, N9018R, was substantially damaged during a forced landing after takeoff from Skylark Airport (7B6), Warehouse Point, Connecticut. The private pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight, which was conducted under the provisions of Title14 Code of Federal Regulations Part 91.

In a written statement, the pilot said the airplane was serviced with 40 gallons of fuel before he completed his preflight inspection. The engine was hand-propped for start, and idled for about 5 minutes before he taxied to a run-up area and completed a "normal" engine run-up. Following the run-up, the airplane idled for several minutes, waiting for other traffic to clear the runway. Prior to takeoff, the pilot performed a second engine run-up, but only checked the magnetos.

The pilot elected to depart from the grass parallel to the asphalt runway. The airplane accelerated and at liftoff "started to turn to the left." The pilot said he corrected for the turn while maintaining the climb, and at 100 feet, the engine began losing power. The pilot said the airplane did not respond when he attempted to lower the nose to avoid an aerodynamic stall, and the engine continued to lose power. The airplane landed in tall weeds off the departure end of the runway, nosed over, and came to rest inverted.

In a telephone interview, the owner said he watched the airplane through its entire run-up, taxi, takeoff, and forced landing. He said that he was upset that another airplane had "cut in front of" his for run-up and takeoff, which resulted in long periods of his airplane idling on the ground prior to takeoff.

The owner stated that takeoff and initial climb both sounded and appeared "normal," until a distinct loss of engine power was heard. He said that the engine never stopped running, but slowly, and smoothly, decreased in engine rpm. The owner watched as the airplane "mushed" towards the ground, touched down, then nosed over.

According to the airport manager, he was standing by the runway to witness "the maiden flight," as the airplane had not flown in the nearly 30 years it had been kept at the airport.

During the takeoff roll, the airplane "was losing directional control and going off into the un-mowed grass." The airplane continued into tall, un-mowed grass, which slowed the takeoff roll. When the tail of the airplane lifted, the airplane's heading was in the direction of tall trees on the south side of the runway.

The manager stated that after the airplane lifted off, it appeared that the pilot was attempting to clear the trees in its path, off the side of the runway, as the airplane's pitch attitude was "much too severe." The airplane then appeared to "run out of energy," and the wings rocked "back and forth" as it settled back onto the ground. The airplane continued beyond the departure end of the grass runway and into a thicket of tall brush south of the paved runway overrun. When asked about the sound of the engine, he said it "sounded fine," but by the time the airplane was descending and touching down, it was 2,000 feet away and it couldn't be heard clearly from that distance.

A video of the accident flight provided to a Federal Aviation Administration (FAA) aviation safety inspector, depicted a flight profile consistent with that described by the airport manager.

The pilot held a private pilot certificate with a rating for airplane single-engine land, and a tailwheel endorsement. His most recent second-class FAA medical certificate was issued on August 3, 2015, at which time he reported 684 total hours of flight experience. The pilot stated he had no flight experience in the accident airplane.

The single-seat, single-engine, fixed landing gear biplane was manufactured in 1959 and was powered by a Lycoming 9-cylinder radial engine. According to the airplane's maintenance records, the most recent annual inspection was completed on November 7, 2014, at 3,672 total aircraft hours. According to the FAA inspector, the owner reported the airplane had not flown during the year that he had owned it, or for the 26 years prior to that.

Examination of photographs revealed that the airplane sustained substantial damage to the wings, the vertical fin, the engine mounts, and the engine firewall.

At 1151, the weather reported at Bradley International Airport (BDL), 5 miles west of the accident site, included wind from 190 degrees at 8 knots. The temperature was 25 degrees, the dew point was 20 degrees, and the altimeter setting was 29.27 inches of mercury.

According to the Civil Aviation Authority of New Zealand, Takeoff and Landing Performance, "Dry grass can increase takeoff distance by up to 15 percent."

According to FAA Advisory Circular AC-61-23C, Pilot's Handbook of Aeronautical Knowledge:

"The effect of torque increases in direct proportion to engine power, airspeed, and airplane attitude. If the power setting is high, the airspeed slow, and the angle of attack high, the effect of torque is greater. During takeoffs and climbs, when the effect of torque is most pronounced, the pilot must apply sufficient right rudder pressure to counteract the left-turning tendency and maintain a straight takeoff path."


NTSB Identification: ERA15LA365
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 19, 2015 in Warehouse Point, CT
Aircraft: CLARK 1000, registration: N9018R
Injuries: 1 Minor.

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 September 19, 2015, about 1150 eastern daylight time, a Clark 1000 biplane, N9018R, was substantially damaged during a forced landing after takeoff from Skylark Airport (7B6), Warehouse Point, Connecticut. The private pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight, which was conducted under the provisions of Title14 Code of Federal Regulations Part 91.

In a written statement, the pilot said the airplane was serviced with 40 gallons of fuel before he completed his preflight inspection. The engine was hand-propped for start, and idled for about 5 minutes before he taxied to a run-up area and completed a "normal" engine run-up. Following the run-up, the airplane idled for several minutes, waiting for other traffic to clear the runway. Prior to takeoff, the pilot performed a second engine run-up, but only checked the magnetos.

The airplane accelerated down the runway, and at liftoff "started to turn to the left." The pilot said he corrected for the turn while maintaining the climb, and at 100 feet, the engine began losing power. The pilot said the airplane did not respond when he attempted to lower the nose to avoid an aerodynamic stall, and the engine continued to lose power. The airplane landed in tall weeds off the departure end of the runway, nosed over, and came to rest inverted.

In a telephone interview, the owner said he watched the airplane through its entire run-up, taxi, takeoff, and forced landing. He said that he was upset that another airplane had "cut in front of" his for run-up and takeoff, which resulted in long periods of his airplane idling on the ground prior to takeoff. The owner said the airplane was "notorious" for carburetor icing.

The owner stated that takeoff and initial climb both sounded and appeared "normal," until a distinct loss of engine power was heard. He said that the engine never stopped running, but slowly, and smoothly, decreased in engine rpm. The owner watched as the airplane "mushed" towards the ground, touched down, then nosed over.

According to the airport manager, he was standing by the runway to witness "the maiden flight," as the airplane had not flown in the nearly 30 years it had been kept at the airport. He stated that after the airplane lifted off, it appeared that the pilot was attempting to clear trees in its path, off the side of the runway, as the airplane's pitch attitude was "much too severe." The airplane then appeared to "run out of energy," and the wings rocked "back and forth" as it settled back onto the ground. The airplane continued beyond the departure end of the grass runway and into a thicket of tall brush south of the paved runway overrun. When asked about the sound of the engine, he said it "sounded fine," but by the time the airplane was descending and touching down, it was 2,000 feet away and it couldn't be heard clearly from that distance.

A video of the accident flight provided to a Federal Aviation Administration (FAA) aviation safety inspector, depicted a flight profile consistent with that described by the airport manager.

The pilot held a private pilot certificate with a rating for airplane single engine land, and a tailwheel endorsement. His most recent second-class FAA medical certificate was issued on August 3, 2015, at which time he reported 684 total hours of flight experience. The pilot stated he had no flight experience in the accident airplane.

The single-seat, single-engine, fixed landing gear biplane was manufactured in 1959 and was powered by a Lycoming 9-cylinder radial engine. According to the airplane's maintenance records, the most recent annual inspection was completed on November 7, 2014, at 3,672 total aircraft hours. According to the FAA inspector, the owner reported the airplane had not flown during the year that he had owned it, or for the 27 years prior to that.

Examination of photographs revealed that the airplane sustained substantial damage to the wings, the vertical fin, and the engine firewall.

Cessna 150M, N714CW: Accident occurred September 19, 2015 in Mount Airy, Maryland

http://registry.faa.gov/N714CW

NTSB Identification: ERA15LA368 
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 19, 2015 in Mount Airy, MD
Aircraft: CESSNA 150M, registration: N714CW
Injuries: 1 Uninjured.

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 September 19, 2015 about 1230 eastern daylight time, a Cessna 150M, N714CW, experienced significant engine vibrations and a partial loss of power approximately 10 minutes into the flight from Clearview Airpark (2W2), Westminster, Maryland. The pilot elected to make a precautionary landing in a corn field near Mt. Airy, Maryland. The private pilot was not injured and the airplane was substantially damaged. The airplane was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual flight rule conditions were reported near the site about the time of the accident, and a VFR flight plan was filed for the flight destined for Leesburg Executive Airport (JYO), Leesburg, Virginia. 

The pilot reported that 10 minutes after takeoff at an altitude of 2,500 feet, the engine was not making full power. The pilot monitored the situation and adjusted his path to put him over Davis Airport (W50), Laytonsville, Maryland, in the event he needed to land. 

The pilot continued to monitor the situation and stated the engine "was a little sluggish" and became progressively worse. He declared an emergency and found a suitable field to land on. As he circled to land, he saw electrical wires on the approach end, so he flew downwind for a landing in the opposite direction. During the turn to final, there was not enough altitude to make the original landing site so he landed on an unplowed corn field. As the plane settled into the corn, it pitched forward and flipped upside down. 

Federal Aviation Administration inspectors examined the wreckage and confirmed substantial damage. The engine has been retained for continued examination.

FAA Flight Standards District Office: FAA Baltimore FSDO-07




The pilot of a Cessna 150M was not injured after making an emergency landing in a corn field on Bill Moxley Road Saturday afternoon. 

Maryland State Police received a call at about 12:45 p.m. of a plane down in the 4000 block of Bill Moxley Road in Mount Airy, according to Cpl. Dave Most.

When first responders arrived, the pilot, identified as Paul Borghese, 47, of Ashburn, Virginia, was already out of the plane, which was on its roof, Most said. The pilot was not injured and refused treatment at the scene. Nobody else was on board.

The pilot told troopers on the scene that he began experiencing engine trouble and was told by Potomac approach to try to make it to the airport in Gaithersburg – about 8 miles away, according to a news release. When the pilot realized he wouldn't make it, he said he decided to make a forced landing in the corn field, according to Most. Most said the corn stalks where the plane landed are between 10 and 12 feet high.

The pilot said he was flying from Clearview Airpark in Westminster to Leesburg, Virginia.

The National Transportation Safety Board and Federal Aviation Administration have both been notified and an FAA investigator is en route, Most said.

He said the plane sustained minor damage.

Source: http://www.fredericknewspost.com

Beechcraft T-6 Texan II, United States Navy: Accident occurred September 19, 2015 near Las Cruces, New Mexico

LAS CRUCES, N.M. –  A military aircraft crashed in the New Mexico desert northwest of Las Cruces International Airport during a training flight Saturday, injuring at least one person aboard, according to local officials.

Las Cruces Fire Department spokesman Lt. Mike Martinez said the flight was a training aircraft and a student and instructor were aboard the aircraft and ejected before the crash.

Martinez said at least one of the two people aboard sustained minor injuries and had to be taken to a hospital but didn't have further details.

Martinez directed further questions to the New Mexico State Police.

New Mexico State Police Sgt. Chad Pierce said his agency has been tasked with keeping the crash site secured while the military and Federal Aviation Administration investigated.

Pierce said he could not confirm any other details about the crash and directed questions to the Corpus Christi Naval Air Station.

A message seeking details about the crash was left for the base's public information officer Saturday evening. The air station, along South Texas' Gulf coast, serves as a training hub for pilots for the Navy, Marines and Coast Guard, along with foreign student pilots, according to its website.

Messages left Saturday with the FAA and National Transportation Safety Board were not immediately returned.

Cessna 172E Skyhawk, N3647S: Fatal accident occurred September 19, 2015 in Gettysburg, Adams County, Pennsylvania

The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Harrisburg, Pennsylvania

Aviation Accident Final R
eport - National Transportation Safety Board: https://app.ntsb.gov/pdf


Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms


http://registry.faa.gov/N3647S

Location: Gettysburg, PA
Accident Number: ERA15LA363
Date & Time: 09/19/2015, 1043 EDT
Registration: N3647S
Aircraft: CESSNA 172E
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 2 Serious
Flight Conducted Under: Part 91: General Aviation - Personal

Analysis 

The private pilot, who was also the airplane owner, was conducting a local personal flight. About 30 minutes after takeoff, during a descent from 3,000 to 1,500 ft mean sea level, the airplane experienced a total loss of engine power; the pilot then attempted a forced landing to a grass field. The airplane's approach speed was too fast for landing and the airplane overflew the selected field, eventually impacting trees at the edge of an adjacent field.

Subsequent examination of the airframe and engine revealed no evidence of any preimpact mechanical anomalies that would have precluded normal operation. Before the accident flight, the airplane had been stored for an extended period with automotive fuel in the tanks. Although long-term storage with automotive fuel can lead to varnish or gum deposits that may block or restrict fuel flow, the newly-replaced carburetor was found full of fuel with no foreign material or deposits present, and fuel was observed to flow freely from the fuel tanks to the carburetor during postaccident testing. The weather conditions at the time of the accident were conducive to the formation of serious carburetor icing at glide engine power settings when using aviation-grade gasoline. Given that the use of automotive gasoline is known to result in the formation of carburetor icing at higher ambient temperature and lower humidity conditions than aviation gasoline, it is likely that the loss of engine power was the result of carburetor icing. 

Probable Cause and Findings

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

The total loss of engine power due to carburetor icing. Contributing to the accident was the pilot's failure to maintain a proper approach speed during the forced landing, which resulted in impact with trees.

Findings

Aircraft

Fuel - Fluid type

Personnel issues
Decision making/judgment - Pilot (Factor)

Environmental issues
Conducive to carburetor icing - Effect on equipment (Cause)

Factual Information 

On September 19, 2015, at 1043 eastern daylight time, a privately owned and operated Cessna 172E, N3647S, was substantially damaged during a forced landing to a soybean field after a total loss of engine power near Gettysburg, Pennsylvania. The private pilot and pilot-rated passenger received serious injuries. Visual meteorological conditions prevailed and no flight plan was filed for the local personal flight that departed from Waltz Field (34PA), Gettysburg, Pennsylvania about 1015. The airplane was being operated under the provisions of Title 14 Code of Federal Regulations Part 91.

The pilot-rated passenger stated that prior to departure, during the engine run-up, the engine ran "a little rough" when operated on one of the two magnetos. The pilot continued the run up until the engine operated smoothly on the left, right, and both magnetos. He recalled that the engine operated "remarkably smooth" for takeoff, climb and while performing various maneuvers. After descending from 3,000 feet to about 1,500 feet above mean sea level, the engine started to "shake, rumble, spit, and sputter and then just quit." The passenger further recalled that the pilot did not reduce engine power from its previous setting of around 2,400 rpm during the descent, nor did he apply carburetor heat. After the engine lost power, the pilot attempted to land in a nearby grass field, however the approach was too fast. He overflew the grass field, then touched down in an adjacent soybean field, the airplane bounced, veered left, and collided with the tree line at the edge of the field.

According to Federal Aviation Administration (FAA) records, the pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent FAA third-class medical certificate had expired, it was issued on December 29, 2010, at which time he reported a total of 2,096 hours of flight experience.

The four-seat, single-engine, high-wing airplane was manufactured in 1963, and was equipped with a Continental O-300D, 145-horsepower reciprocating engine. The maintenance logbooks were not recovered. FAA airworthiness records showed that the airplane had been modified to operate with automotive gasoline in accordance with a supplemental type certificate. According to a mechanic, an annual inspection of the airplane was completed in July 2013, after which the airplane had accrued about 1 hour of flight prior to the next annual inspection, which was completed by him on September 11, 2015. During the interval between the two inspections, automotive fuel remained in the fuel tanks. Maintenance documents provided by the mechanic revealed that the carburetor had been replaced, seals in the fuel selector valve and gascolator were replaced, the automotive fuel was drained and 15 gallons of 100 low-lead aviation fuel was added to the fuel tanks, just prior to the September 2015 annual inspection. Afterwards, the engine operated satisfactorily during ground tests. The accident flight was the first flight after the maintenance and inspection.

Examination of the airplane revealed that the left wing was partially separated from the fuselage, rotated about 45 degrees aft, and exhibited leading edge crush damage. The right wing remained attached, exhibited leading edge crush damage, and the right aileron was separated from the wing. The empennage was partially separated from the fuselage near the aft bulkhead of the cargo compartment. Flight control cable continuity was confirmed for pitch and yaw from the cockpit controls to the respective control surfaces, while the aileron control cables exhibited fractures in each wing consistent with tension overload.

The left fuel tank was breached, and about 2 gallons of fuel were drained from it during recovery operations. An unknown amount of fuel had leaked from the right wing after the accident. The gascolator and carburetor were full of a yellowish-amber fluid similar in color and odor as automotive fuel. The fuel inlet screen was unobstructed, and no water was present. Air pressure was applied to the gascolator outlet and fluid was observed flowing through the fractured fuel lines at the door pillars near the wing attach points. The carburetor needle valve and seat were clean with no debris found. When manually operated, fluid was observed exiting out of the carburetor accelerator pump. The carburetor main fuel nozzle was absent of debris. The fluid observed throughout the fuel system was yellowish-amber in color with an odor consistent with automotive fuel.

One of the propeller blades was bent aft at its tip. Neither blade exhibited a pattern of chordwise scratching or leading edge damage. The propeller was rotated by hand and thumb suction and compression was observed on all cylinders. Continuity of the crankshaft was confirmed to the rear accessory pad. The top spark plugs were removed and appeared grey to slightly black in color with normal wear when checked against the Champion Check-A-Plug chart. Both magnetos produced spark on all towers when rotated by hand. The air inlet box was clean and free of obstructions. The throttle, mixture, and carburetor heat controls were securely attached to the engine and moved freely. The oil quantity dipstick indicated 6 quarts.

A weather observation recorded at Fountain Dale Heliport (RYT), Fountain Dale, Pennsylvania, at 1053 included: temperature 23 degrees C (73 F), dew point 18 degrees C (64 F), and an altimeter setting of 29.95 inches of mercury.

According to an FAA Special Airworthiness Information Bulletin, these weather conditions are conducive to serious carburetor icing at glide power settings.
FAA Advisory Circular (AC) 91-33A, Use of Alternate Grades of Aviation for Grade 80/87, and Use of Automotive Gasoline, provided operational information regarding the use of automotive fuels in aircraft. According to the AC, "Long-term fuel storage of automotive gasoline in aircraft fuel tanks should be avoided. Although automotive gasolines have lower maximum existent gum specification requirements than aviation gasoline, either fuel can form undesirable gum deposits over long-term storage under particularly severe conditions, such as in barrels and at high temperature. Gum deposits thus formed could result in engine malfunctions." The AC further stated, "FAA Technical Center testing indicates that carburetor icing will occur in less time and at higher ambient temperatures with automotive gasoline than with aviation gasoline. Therefore, pilots using automotive gasoline should be familiar with the induction system icing prevention procedures of the FAA Advisory Circular AC 20-113 and be prepared to use these procedures at higher ambient temperatures and lower humidities than when using aviation gasolines." 

History of Flight

Maneuvering

Loss of engine power (total) (Defining event)

Landing
Off-field or emergency landing

Landing-flare/touchdown
Collision with terr/obj (non-CFIT) 

Pilot Information

Certificate: Private
Age: 85, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 12/29/2010
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 2096 hours (Total, all aircraft) 

Pilot-Rated Passenger Information

Certificate:
Age: 64, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s):
Restraint Used: Lap Only
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s):
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 04/27/2012
Occupational Pilot:
Last Flight Review or Equivalent:
Flight Time: 438 hours (Total, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: CESSNA
Registration: N3647S
Model/Series: 172E E
Aircraft Category: Airplane
Year of Manufacture: 1963
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 17250847
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 09/11/2013, Annual
Certified Max Gross Wt.:
Time Since Last Inspection:  1 Hours
Engines: 1 Reciprocating
Airframe Total Time: 2181 Hours at time of accident
Engine Manufacturer: CONT MOTOR
ELT: C91  installed, not activated
Engine Model/Series: O-300-D6
Registered Owner: On file
Rated Power: 145 hp
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: RYT, 902 ft msl
Observation Time: 1053 EDT
Distance from Accident Site: 9 Nautical Miles
Direction from Accident Site: 236°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 23°C / 18°C
Lowest Ceiling: None
Visibility:  10 Miles
Wind Speed/Gusts, Direction: 5 knots, 10°
Visibility (RVR): 
Altimeter Setting: 29.95 inches Hg
Visibility (RVV): 
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: GETTYSBURG, PA (34PA)
Type of Flight Plan Filed: None
Destination: GETTYSBURG, PA (34PA)
Type of Clearance: None
Departure Time:
Type of Airspace:  Class G

Wreckage and Impact Information


Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: 1 Serious
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Serious
Latitude, Longitude:  39.813056, -77.277222 (est)


Walter Miller Trostle, 85, passed away on October 27, 2015, at York Hospital in York, Pennsylvania.



NTSB Identification: ERA15LA363
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 19, 2015 in Gettysburg, PA
Aircraft: CESSNA 172E, registration: N3647S
Injuries: 2 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 September 19, 2015, at 1043 eastern daylight time, a Cessna 172E, N3647S, was substantially damaged during a forced landing to a soybean field after a total loss of engine power near Gettysburg, Pennsylvania. The private pilot and pilot-rated passenger received serious injuries. Visual meteorological conditions prevailed and no flight plan was filed for the local personal flight that departed from Waltz Field (34PA), Gettysburg, Pennsylvania at an unknown time. The airplane was registered to and operated by a private individual under the provisions of Title 14 Code of Federal Regulations Part 91.

The pilot-rated passenger stated that prior to departure, during the engine run-up, the engine ran "a little rough" when operated on one of the two magnetos. The pilot continued the run up until the engine operated smoothly on the left, right, and both magnetos. He recalled that the engine operated "remarkably smooth" for takeoff, climb and while performing various maneuvers. After descending from 3,000 feet to about 1,500 feet above mean sea level, the engine started to "shake, rumble, spit, and sputter and then just quit." The pilot attempted to land in a nearby field and on touchdown the airplane bounced, veered left, and collided with the tree line at the edge of the field.

According to a mechanic, an annual inspection of the airplane was completed in July 2013, after which the airplane had accrued about 1 hour of flight prior to the next annual inspection which was completed on September 11, 2015. During the interval between the two inspections, automotive fuel remained in the fuel tanks. Maintenance records of the most recent annual inspection revealed that the carburetor and seals in both the fuel selector valve and the gascolator were replaced, fuel was drained from the fuel tanks, and the fuel tanks were refueled with 15 gallons of 100LL aviation fuel. The engine was then operated satisfactorily during ground tests.

The airplane came to rest upright in a tree line at the edge of a soybean field. The left wing was partially separated from the fuselage, rotated about 45 degrees aft, and exhibited leading edge crush damage. The right wing remained attached, exhibited leading edge crush damage, and the right aileron was separated from the wing. The empennage was partially separated from the fuselage near the aft bulkhead of the cargo compartment. Flight control continuity was confirmed from the cockpit controls to the respective control surfaces. The aileron cables exhibited fractures in each wing consistent with overload.

The left fuel tank was breached, and about 2 gallons of fuel were drained from it during recovery operations. An unknown amount of fuel had leaked from the right wing after the accident. The gascolator and carburetor were full of a yellowish-amber fluid similar in color and odor as automotive fuel. The fuel inlet screen was unobstructed, and no water was present. Air pressure was applied to the gascolator outlet and fluid was observed flowing through the fractured fuel lines at the door pillars near the wing attach points. The carburetor needle valve and seat were clean with no debris found. When manually operated, fluid was observed exiting out of the carburetor accelerator pump. The fluid observed throughout the fuel system was yellowish-amber in color with an odor consistent with automotive fuel.

The propeller was rotated by hand and thumb suction and compression was observed on all cylinders. Continuity of the crankshaft was confirmed from the propeller to the rear accessory pad. The top spark plugs were removed and appeared grey to slightly black in color with normal wear when checked against the Champion Check-A-Plug chart. Both magnetos produced spark on all towers when rotated by hand. The air inlet box was clean and free of obstructions. The throttle, mixture, and carburetor heat controls were securely attached to the engine and moved freely. The oil quantity dipstick indicated 6 quarts.

The engine was retained for further examination.

The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Harrisburg, Pennsylvania 

Aviation Accident Factual Report - National Transportation Safety Board:  https://app.ntsb.gov/pdf

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

http://registry.faa.gov/N3647S

NTSB Identification: ERA15LA363
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 19, 2015 in Gettysburg, PA
Aircraft: CESSNA 172E, registration: N3647S
Injuries: 2 Serious.

NTSB investigators may have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On September 19, 2015, at 1043 eastern daylight time, a privately owned and operated Cessna 172E, N3647S, was substantially damaged during a forced landing to a soybean field after a total loss of engine power near Gettysburg, Pennsylvania. The private pilot and pilot-rated passenger received serious injuries. Visual meteorological conditions prevailed and no flight plan was filed for the local personal flight that departed from Waltz Field (34PA), Gettysburg, Pennsylvania about 1015. The airplane was being operated under the provisions of Title 14 Code of Federal Regulations Part 91.

The pilot-rated passenger stated that prior to departure, during the engine run-up, the engine ran "a little rough" when operated on one of the two magnetos. The pilot continued the run up until the engine operated smoothly on the left, right, and both magnetos. He recalled that the engine operated "remarkably smooth" for takeoff, climb and while performing various maneuvers. After descending from 3,000 feet to about 1,500 feet above mean sea level, the engine started to "shake, rumble, spit, and sputter and then just quit." The passenger further recalled that the pilot did not reduce engine power from its previous setting of around 2,400 rpm during the descent, nor did he apply carburetor heat. After the engine lost power, the pilot attempted to land in a nearby grass field, however the approach was too fast. He overflew the grass field, then touched down in an adjacent soybean field, the airplane bounced, veered left, and collided with the tree line at the edge of the field.

According to Federal Aviation Administration (FAA) records, the pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent FAA third-class medical certificate had expired, it was issued on December 29, 2010, at which time he reported a total of 2,096 hours of flight experience.

The four-seat, single-engine, high-wing airplane was manufactured in 1963, and was equipped with a Continental O-300D, 145-horsepower reciprocating engine. The maintenance logbooks were not recovered. FAA airworthiness records showed that the airplane had been modified to operate with automotive gasoline in accordance with a supplemental type certificate. According to a mechanic, an annual inspection of the airplane was completed in July 2013, after which the airplane had accrued about 1 hour of flight prior to the next annual inspection, which was completed by him on September 11, 2015. During the interval between the two inspections, automotive fuel remained in the fuel tanks. Maintenance documents provided by the mechanic revealed that the carburetor had been replaced, seals in the fuel selector valve and gascolator were replaced, the automotive fuel was drained and 15 gallons of 100 low-lead aviation fuel was added to the fuel tanks, just prior to the September 2015 annual inspection. Afterwards, the engine operated satisfactorily during ground tests. The accident flight was the first flight after the maintenance and inspection.

Examination of the airplane revealed that the left wing was partially separated from the fuselage, rotated about 45 degrees aft, and exhibited leading edge crush damage. The right wing remained attached, exhibited leading edge crush damage, and the right aileron was separated from the wing. The empennage was partially separated from the fuselage near the aft bulkhead of the cargo compartment. Flight control cable continuity was confirmed for pitch and yaw from the cockpit controls to the respective control surfaces, while the aileron control cables exhibited fractures in each wing consistent with tension overload.

The left fuel tank was breached, and about 2 gallons of fuel were drained from it during recovery operations. An unknown amount of fuel had leaked from the right wing after the accident. The gascolator and carburetor were full of a yellowish-amber fluid similar in color and odor as automotive fuel. The fuel inlet screen was unobstructed, and no water was present. Air pressure was applied to the gascolator outlet and fluid was observed flowing through the fractured fuel lines at the door pillars near the wing attach points. The carburetor needle valve and seat were clean with no debris found. When manually operated, fluid was observed exiting out of the carburetor accelerator pump. The carburetor main fuel nozzle was absent of debris. The fluid observed throughout the fuel system was yellowish-amber in color with an odor consistent with automotive fuel.

One of the propeller blades was bent aft at its tip. Neither blade exhibited a pattern of chordwise scratching or leading edge damage. The propeller was rotated by hand and thumb suction and compression was observed on all cylinders. Continuity of the crankshaft was confirmed to the rear accessory pad. The top spark plugs were removed and appeared grey to slightly black in color with normal wear when checked against the Champion Check-A-Plug chart. Both magnetos produced spark on all towers when rotated by hand. The air inlet box was clean and free of obstructions. The throttle, mixture, and carburetor heat controls were securely attached to the engine and moved freely. The oil quantity dipstick indicated 6 quarts.

A weather observation recorded at Fountain Dale Heliport (RYT), Fountain Dale, Pennsylvania, at 1053 included: temperature 23 degrees C (73 F), dew point 18 degrees C (64 F), and an altimeter setting of 29.95 inches of mercury.

According to an FAA Special Airworthiness Information Bulletin, these weather conditions are conducive to serious carburetor icing at glide power settings.

FAA Advisory Circular (AC) 91-33A, Use of Alternate Grades of Aviation for Grade 80/87, and Use of Automotive Gasoline, provided operational information regarding the use of automotive fuels in aircraft. According to the AC, "Long-term fuel storage of automotive gasoline in aircraft fuel tanks should be avoided. Although automotive gasolines have lower maximum existent gum specification requirements than aviation gasoline, either fuel can form undesirable gum deposits over long-term storage under particularly severe conditions, such as in barrels and at high temperature. Gum deposits thus formed could result in engine malfunctions." The AC further stated, "FAA Technical Center testing indicates that carburetor icing will occur in less time and at higher ambient temperatures with automotive gasoline than with aviation gasoline. Therefore, pilots using automotive gasoline should be familiar with the induction system icing prevention procedures of the FAA Advisory Circular AC 20-113 and be prepared to use these procedures at higher ambient temperatures and lower humidities than when using aviation gasolines."

NTSB Identification: ERA15LA363
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 19, 2015 in Gettysburg, PA
Aircraft: CESSNA 172E, registration: N3647S
Injuries: 2 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 September 19, 2015, at 1043 eastern daylight time, a Cessna 172E, N3647S, was substantially damaged during a forced landing to a soybean field after a total loss of engine power near Gettysburg, Pennsylvania. The private pilot and pilot-rated passenger received serious injuries. Visual meteorological conditions prevailed and no flight plan was filed for the local personal flight that departed from Waltz Field (34PA), Gettysburg, Pennsylvania at an unknown time. The airplane was registered to and operated by a private individual under the provisions of Title 14 Code of Federal Regulations Part 91.

The pilot-rated passenger stated that prior to departure, during the engine run-up, the engine ran "a little rough" when operated on one of the two magnetos. The pilot continued the run up until the engine operated smoothly on the left, right, and both magnetos. He recalled that the engine operated "remarkably smooth" for takeoff, climb and while performing various maneuvers. After descending from 3,000 feet to about 1,500 feet above mean sea level, the engine started to "shake, rumble, spit, and sputter and then just quit." The pilot attempted to land in a nearby field and on touchdown the airplane bounced, veered left, and collided with the tree line at the edge of the field.

According to a mechanic, an annual inspection of the airplane was completed in July 2013, after which the airplane had accrued about 1 hour of flight prior to the next annual inspection which was completed on September 11, 2015. During the interval between the two inspections, automotive fuel remained in the fuel tanks. Maintenance records of the most recent annual inspection revealed that the carburetor and seals in both the fuel selector valve and the gascolator were replaced, fuel was drained from the fuel tanks, and the fuel tanks were refueled with 15 gallons of 100LL aviation fuel. The engine was then operated satisfactorily during ground tests.

The airplane came to rest upright in a tree line at the edge of a soybean field. The left wing was partially separated from the fuselage, rotated about 45 degrees aft, and exhibited leading edge crush damage. The right wing remained attached, exhibited leading edge crush damage, and the right aileron was separated from the wing. The empennage was partially separated from the fuselage near the aft bulkhead of the cargo compartment. Flight control continuity was confirmed from the cockpit controls to the respective control surfaces. The aileron cables exhibited fractures in each wing consistent with overload.

The left fuel tank was breached, and about 2 gallons of fuel were drained from it during recovery operations. An unknown amount of fuel had leaked from the right wing after the accident. The gascolator and carburetor were full of a yellowish-amber fluid similar in color and odor as automotive fuel. The fuel inlet screen was unobstructed, and no water was present. Air pressure was applied to the gascolator outlet and fluid was observed flowing through the fractured fuel lines at the door pillars near the wing attach points. The carburetor needle valve and seat were clean with no debris found. When manually operated, fluid was observed exiting out of the carburetor accelerator pump. The fluid observed throughout the fuel system was yellowish-amber in color with an odor consistent with automotive fuel.

The propeller was rotated by hand and thumb suction and compression was observed on all cylinders. Continuity of the crankshaft was confirmed from the propeller to the rear accessory pad. The top spark plugs were removed and appeared grey to slightly black in color with normal wear when checked against the Champion Check-A-Plug chart. Both magnetos produced spark on all towers when rotated by hand. The air inlet box was clean and free of obstructions. The throttle, mixture, and carburetor heat controls were securely attached to the engine and moved freely. The oil quantity dipstick indicated 6 quarts.

The engine was retained for further examination.

FAA Flight Standards District Office: FAA Harrisburg FSDO-13

An 85-year-old man died October 27th from injuries sustained in a September plane crash in Cumberland Township, the York County Coroner's Office confirmed. 

Walter M. Trostle, of the 1000 block of Barlow Two Taverns Road, was the operator of a Cessna 172E Skyhawk plane when its engine lost power and it crashed in a field on Sept. 19 by Black Horse Tavern Road outside of Gettysburg.

A passenger in the plane survived the crash, the coroner confirmed.

Trostle's cause of death was multiple blunt force trauma. There will be no autopsy.

The Cumberland Township Police Department is investigating.



 




Two people were transported from the scene of a single-engine Cessna plane crash Saturday in Cumberland Township, outside Gettysburg, officials said. 

York Hospital spokesman Barry Sparks said that Walter Trostle, 85, was in serious condition at the hospital at 4 p.m. Saturday. Robert Beveridge, who runs Trostle's Antiques outside Gettysburg, said Walter Trostle is the store's landlord.

Federal Aviation Administration records indicate that the Cessna 172 plane that crashed is registered to Trostle.

The hospital did not provide any additional information about Trostle's condition. Members of Trostle's family who visited the scene of the crash Saturday afternoon declined to comment

Emergency units responded to the scene of the crash in a field by Black Horse Tavern Road just west of Gettysburg at 10:43 a.m.

Lynn Skopic lives in the 500 block of Black Horse Tavern Road, directly across the street from the soybean field where the plane crashed. She can see the plane from the front of the house.

"I heard the noise when it hit," she said. "It was just a funny bang. I was inside the house, but I knew something had happened. I went outside and saw two cars parked along the road but they didn't look like they had crashed. I went down to ask if everything was okay and that's when I saw the plane had hit the fence."

She said the woman who called 911 saw the crash, and told her that the plane appeared as if it was going to hit Skopic's house, but swerved to avoid it.

The FAA is investigating. Gary Martin of the FAA said it's not clear what caused the crash. He said the plane will be taken from the site and that the FAA will work with the National Transportation Safety Board to figure out what happened.

Emergency responders and investigating officials have not released information on the second person in the plane.Martin said his agency responded to the call for the plane crash, but said they don't know where the flight came from or who was on it.