Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Nashville, Tennessee
Textron Aviation; Wichita, Kansas
Continental Motors Inc.; Mobile, Alabama
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/N2967B
Location: Sevierville, TN
Accident Number: ERA16FA188
Date & Time: 05/19/2016, 1139 EDT
Registration: N2967B
Aircraft: BEECH D35
Aircraft Damage: Substantial
Defining Event: Landing gear not configured
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal
On May 19, 2016, about 1139 eastern daylight time, a Beech D35, N2967B, was substantially damaged when it impacted terrain during an aborted landing, following a gear-up touchdown, at Gatlinburg-Pigeon Forge Airport (GKT) Sevierville, Tennessee. The private pilot was fatally injured. The airplane was registered to a private individual and operated by the pilot under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight that departed from GKT about 1102.
Review of video recordings obtained from security cameras at GKT revealed that the airplane taxied out for departure about 1057. The airplane took off from runway 10 about 1102. About 1138, the airplane approached the runway and touched down with the landing gear up and the wing flaps down. The airplane appeared to skip slightly, became airborne, and climbed slowly with visible oscillations in pitch and roll until it was about 25 ft above the runway surface where it flew out of view of the camera.
According to witnesses, the pilot had departed and flown around the area for about 30 minutes before returning to land on runway 10 at GKT. During the landing, the airplane touched down with the landing gear in the up position; the propeller struck the ground; and the airplane skidded along the ground on its belly. Then, the engine was heard to "rev up," and the airplane lifted off. It appeared to be "very unstable in ground effect" and then pitched up, rolled to the left, and impacted terrain.
Pilot Information
Certificate: Private
Age: 62, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 03/24/2015
Occupational Pilot: No
Last Flight Review or Equivalent: 11/25/2005
Flight Time: (Estimated) 210 hours (Total, all aircraft), 3 hours (Total, this make and model), 157 hours (Pilot In Command, all aircraft)
According to Federal Aviation Administration (FAA) records, the pilot held a private pilot certificate with an airplane single-engine land rating. His most recent FAA third-class medical certificate was issued on March 24, 2015.
According to pilot records, the pilot had accrued about 210 total hours of flight experience, 157 hours of which were as pilot-in-command. He had received 3.1 hours of flight instruction in the accident airplane in April 2015, but no record of a complex or high-performance endorsement was found. His most recent flight review endorsement was dated November 25, 2005.
Aircraft and Owner/Operator Information
Aircraft Make: BEECH
Registration: N2967B
Model/Series: D35 NO SERIES
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: D-3608
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 11/01/2015, Annual
Certified Max Gross Wt.: 2727 lbs
Time Since Last Inspection: 8 Hours
Engines: 1 Reciprocating
Airframe Total Time: 6029.8 Hours as of last inspection
Engine Manufacturer: Continental
ELT: C91 installed, not activated
Engine Model/Series: E-185-11
Registered Owner: JUSTICE KENNETH L
Rated Power: 205 hp
Operator: On file
Operating Certificate(s) Held: None
The airplane was a complex, high-performance, low-wing, single-engine airplane of conventional metal construction. It was equipped with retractable tricycle-type landing gear and wing flaps, and it was powered by a 205-horsepower, air-cooled, 6-cylinder, horizontally-opposed, Continental E-185-11 engine driving a Hartzell 2-bladed, variable-pitch, constant-speed propeller.
According to FAA and airplane maintenance records, the airplane was manufactured in 1953. The airplane's most recent annual inspection was completed on November 1, 2015. At the time of the inspection, the airplane had accrued about 6,029.8 total hours of operation.
Landing Gear System
When retracted, the airplane's landing gear was fully enclosed by the landing gear doors. The landing gear system was electrically operated. Power for retraction was transmitted through push-pull rods from arms on the gearbox to the "A" frame assemblies at each wheel. Landing gear limit switches were located above the gearbox and were actuated by the main wheel retraction arms. Automatic locking was provided in the down position when the gear was extended. The landing gear was operated by a using the landing gear position switch, which could be identified by sight or touch as a small wheel on a flat surface switch, located on the right inboard lower portion of the instrument panel.
A landing gear warning chime was activated by two switches connected in series; one above the gearbox, which was activated by an angle on the landing gear actuator spider, and the other on the throttle control at the carburetor end. The landing gear warning chime would annunciate when the throttle was reduced, and the landing gear was not fully extended.
Landing gear position lights were installed to indicate the position of the landing gear. When the red landing gear position light was illuminated, the landing gear was fully retracted. When the green landing gear position light was illuminated, the landing gear was fully extended. When neither light was illuminated, the landing gear was in an intermediate position. Position of the landing gear could also be visually confirmed by use of a mechanical landing gear position indicator which was just above the floor, in front of and between the pilot's and copilot's seats.
An emergency landing gear extension hand crank was provided for the manual extension of the landing gear in case of a malfunction. The hand crank was located between the front seats. It was operated by placing the landing gear circuit breaker in the "OFF" position, then placing the landing gear position switch in the down position, removing the safety strap, moving the handle down into the cranking position, and turning the handle clockwise.
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: GKT, 1014 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 1135 EDT
Direction from Accident Site: 270°
Lowest Cloud Condition: Few / 2700 ft agl
Visibility: 10 Miles
Lowest Ceiling: Overcast / 3500 ft agl
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 80°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.09 inches Hg
Temperature/Dew Point: 18°C / 11°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Sevierville, TN (GKT)
Type of Flight Plan Filed: None
Destination: Sevierville, TN (GKT)
Type of Clearance: None
Departure Time: 1102 EDT
Type of Airspace: Class G
At 1135, the reported weather at GKT included wind 080° at 6 knots, visibility 10 miles, few clouds at 2,700 ft, an overcast ceiling at 3,500 ft, temperature 18°C, dew point 11°C, and an altimeter setting of 30.09 inches of mercury.
Airport Information
Airport: Gatlinburg-Pigeon Forge (GKT)
Runway Surface Type: Asphalt
Airport Elevation: 1014 ft
Runway Surface Condition: Dry
Runway Used: 10
IFR Approach: None
Runway Length/Width: 5506 ft / 75 ft
VFR Approach/Landing: Touch and Go; Traffic Pattern
GKT is owned by Sevier County and is located 2 miles southeast of Sevierville, Tennessee. It is classified by the FAA as a publicly-owned, uncontrolled, public airport. The airport elevation was 1,014 ft above mean sea level. Runway 10 was asphalt, in good condition, and measured 5,506-ft-long by 75-ft-wide with a 0.1% gradient.
Wreckage and Impact Information
Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 35.857500, -83.519722
Examination of runway 10 revealed propeller strike marks on the runway pavement in three different areas on the runway. The first set of propeller strikes began about 1,535 ft from the runway threshold and continued for about 51 ft. The second set of propeller strikes began about 1,714 ft from the runway threshold and continued for about 41 ft. The third set of propeller strikes began about 1,798 ft from the runway threshold and continued for about 45 ft. Examination of the propeller strike marks indicated that they were oriented mostly perpendicular to the runway's centerline markings and appeared to coincide with the airplane's flight path along the runway (see figure 1).
Figure 1 – Aerial image of runway 10 with the propeller strike marks and final wreckage positions annotated.The right wingtip fuel tank had separated from the right wing, and the outboard section of the right wing was bent downward and folded under the inboard section. The outboard 3 ft of the left wing were separated from the left wing. The wing flaps were in the up (retracted) position, and the pitot tube was free of obstructions.
The left and right main fuel tank caps were found in place and secured. The right main fuel tank was breached, and the left main fuel tank contained fuel. The fuel selector valve was in the left main tank position. Fuel was present in the tank selector valve, the fuel strainer, and the pressure carburetor. The wingtip fuel tanks were breached and did not contain any fuel.
Control continuity was established from the control wheel and rudder pedals to the flight control surfaces. The throttle control, propeller control, and mixture control were all in the full forward (maximum) positions.
Examination of the landing gear system revealed that the emergency landing gear extension hand crank was stowed in the safety strap. The landing gear doors were closed; all three landing gear were in their retracted positions in the gear wells; and the push-pull rods from the gearbox to the "A" frame assemblies at the wheels were retracted.
The propeller remained attached to the crankshaft and displayed impact damage, along with tip curling, S-bending, leading edge gouging, and chordwise scratching of the two propeller blades. One blade displayed a ground down area at the tip, and the other blade displayed about a 2-inch crack that emanated from the blade tip. The propeller governor remained attached to its mounting point and displayed impact and thermal damage. There were no preimpact anomalies noted with the governor.
The engine remained partially attached to the airframe through cables, hoses, and wires, and it displayed impact and thermal damage. All four engine mounts were broken.
The induction system remained attached to the engine and displayed thermal damage that was concentrated to the rearward portions of the induction system. The exhaust system remained attached to the engine and displayed impact damage in the form of bending and crushing as well as some thermal damage. There were no preimpact anomalies noted with either the induction or exhaust system.
The left and right magnetos remained attached to their mounting locations and displayed significant thermal damage. Both magnetos were removed, and their drive shafts were rotated. The magnetos did not produce a spark on any of the posts. The magnetos were disassembled, and it was noted that several of their internal components had melted. No preimpact failures or anomalies were found that would have precluded normal operation of the magnetos.
The ignition harness remained attached to the magnetos and to the spark plugs. The ignition harness displayed a significant amount of thermal damage towards the rearward portions of the harness. The harness also displayed impact damage, and some of the ignition leads were torn. There were no preimpact anomalies noted with the ignition harness. All the spark plugs remained installed in their cylinders and displayed varying degrees of impact and thermal damage. The spark plugs were removed, and all the spark plugs displayed normal operating and wear signatures according to Champion Aviation Service Manual AV6-R.
The fuel pump remained attached to its mounting point and displayed a significant amount of impact and thermal damage. There were no preimpact anomalies noted with the pump. The pressure carburetor remained attached to its mounting point and displayed very minor impact damage. The carburetor was removed and visually inspected. The mixture and the throttle control arms operated normally, and the rod ends remained attached to their control arms. The fuel inlet screen was removed, and several pieces of black contaminates were noted within the screen that were consistent with rubber; however, the screen was not blocked.
The oil sump displayed a significant amount of impact damage and some thermal damage. There were no preimpact anomalies noted with the oil sump. The oil filter remained attached to the oil filter adapter and displayed a significant amount of thermal damage and some impact damage. The oil filter housing was cut open, and the filter pleats were removed. The filter pleats displayed thermal damage. There were no metallic contaminates noted within the filter pleats. The oil cooler displayed impact and thermal damage. There were no preimpact anomalies noted with the oil cooler.
All the cylinders remained attached to their cylinder bays and displayed varying degrees of impact and thermal damage. The internal portions of the cylinders, the piston heads, and the valve heads were inspected using a lighted borescope. All displayed normal operating and combustion signatures, and no anomalies were noted. During crankshaft rotation, all the valves operated normally; thumb compression and suction were produced on all six cylinders; and continuity between the crankshaft, camshaft, connecting rods, and associated components was confirmed. All the rocker arms were also intact, operated normally during crankshaft rotation, and displayed normal operating and lubrication signatures. There were no anomalies noted with the crankshaft or the rocker arms.
The accessory drive gears were observed after the accessories were removed. The accessory drive gears displayed normal operating signatures.
The crankcase remained intact and displayed impact damage. The accessory case displayed significant impact damage to the bottom left side of the case. There were no preimpact anomalies noted.
The starter remained attached to its mounting point and displayed impact and thermal damage. The alternator displayed a significant amount of thermal and impact damage. There were no preimpact anomalies noted with the starter or the alternator.
The vacuum pump remained attached to its mounting point and displayed thermal damage. There were no preimpact anomalies noted with the vacuum pump.
Medical And Pathological Information
The Knox County Regional Forensic Center, Knoxville, Tennessee, performed an autopsy on the pilot and determined that the cause of death was massive blunt trauma to the chest.
The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicology testing. The results were negative for carbon monoxide. The drugs carvedilol, used to treat hypertension, glipizide, used to treat type 2 diabetes, losartan, used to treat of hypertension, and salicylate, used to treat mild pain, were detected. None of these drugs are generally considered to be impairing.
Additional Information
Complex Airplane Endorsement
According to 14 CFR 61.31(e), no person may act as pilot-in-command of a complex airplane (an airplane with a retractable landing gear, flaps, and a controllable pitch propeller) unless that person has received and logged ground and flight training from an authorized instructor in a complex airplane, or in a flight simulator or flight training device that is representative of a complex airplane, and has been found proficient in the operation and systems of the airplane; and received a one-time endorsement in the pilot's logbook from an authorized instructor who certifies the person is proficient to operate a complex airplane.
High-Performance Endorsement
According to 14 CFR 61.31(f), no person may act as pilot-in-command of a high-performance airplane (an airplane with an engine of more than 200 horsepower), unless the person has received and logged ground and flight training from an authorized instructor in a high-performance airplane, or in a flight simulator or flight training device that is representative of a high-performance airplane, and has been found proficient in the operation and systems of the airplane; and received a one-time endorsement in the pilot's logbook from an authorized instructor who certifies the person is proficient to operate a high-performance airplane.
Flight Review
According to 14 CFR 61.56(a), no person may act as pilot-in-command of an aircraft unless, in the last 24 months, that person has accomplished a flight review given in an aircraft for which that pilot is rated by an authorized instructor.
Preventing Landing Gear Mishaps
According to the FAA Pamphlet "On Landings Part III" (FAA-P-8740-50), landing gear mishaps can be prevented by establishing a set routine and sticking with it.
The pamphlet provides the following suggestions:
- Have the landing gear down and checked before you are on downwind, or in any event, by the time you are abeam the runway numbers.
- Always use your before-landing checklist and gas-undercarriage-mixture-prop (GUMP) check.
- When lowering the landing gear, always check the landing gear indicator for down and locked position and make it a habit to physically touch the gear indicators and say out loud "gear down," or "down and locked," or "three in the green."
- Use your checklist on every landing. Put the landing gear down at a standardized point every time, and always recheck for three green on short final.
Before Landing Checklist
During examination of the wreckage, a fire-damaged, closed Beechcraft Bonanza D35 Pilot's Operating Handbook and Airplane Flight Manual (POH/AFM) was found behind the pilot's and copilot's seats in the cabin, an area that was out of reach from the pilot's seat.
The POH/AFM contained a Before Landing Checklist that included the following step:
"Landing Gear – DOWN and CHECK. (Maximum extension speed 110kts/127mph)".
No checklists were discovered near the pilot's seat.
NTSB Identification: ERA16FA188
14 CFR Part 91: General Aviation
Accident occurred Thursday, May 19, 2016 in Sevierville, TN
Aircraft: BEECH D35, registration: N2967B
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
On May 19, 2016, about 1139 eastern daylight time, a Beech D35; N2967B, was substantially damaged after a loss of control, during a balked landing, following a gear up touchdown, at Gatlinburg-Pigeon Forge Airport (GKT) Sevierville, Tennessee. The private pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight conducted under the provisions of Title14 Code of Federal Regulations Part 91.
According to witnesses, the airplane had taken off and had been flying around the area for approximately 30 minutes before the airplane came in to land on Runway 10 at GKT. During the landing, the airplane touched down with the landing gear in the up position, the propeller struck the ground, and the airplane skidded along the ground on its belly, and then the engine was heard to "rev up" and the airplane lifted off. It then appeared to be "very unstable in ground effect." The airplane then pitched up, rolled to the left, and impacted terrain.
Review of video recordings obtained from security cameras at GKT revealed that the airplane had taxied out for departure at approximately 1057. The airplane then took off from runway 10 about 1102. At approximately 1138, the airplane was observed to approach the runway and then touchdown with the landing gear up and the wing flaps down. The airplane then appeared to skip slightly, become airborne, and then climb slowly with visible oscillations in pitch and roll, until it was approximately 25 feet above the runway surface where it flew out of view of the camera.
Examination of Runway 10 revealed that the airplane's propeller had struck the runway pavement numerous times after it had touched down.
Examination of the wreckage revealed that the airplane had been substantially damaged during the impact sequence and had been subject to a post impact fire. The fuselage, wings, and empennage all exhibited areas of crush and compression damage and the majority of the airplane cabin section had burned away. The cockpit door had separated during the impact sequence but its latching mechanism was found to be in the closed and latched position. The right wingtip fuel tank had separated from the right wing, and the right wing was folded underneath itself. Three feet of the left outboard wing panel was separated from the left wing. The pitot tube was free of obstructions.
The left and right main fuel tank caps were found to be still closed and secured. The right main fuel tank was breached, and the left main fuel tank still contained fuel. The fuel selector valve was in the left main tank position. Fuel was present in the tank selector valve and the fuel strainer. Control continuity was established from the control wheel, and rudder pedals to the flight control surfaces. The throttle control, propeller control, and mixture control were all in the full forward (maximum) position.
Examination of the propeller revealed that the propeller displayed tip curling, S-bending, leading edge gouging, and chordwise scratching.
Examination of the engine revealed that there was fuel in the carburetor, there was oil in the galleries and rocker boxes. The sparkplugs electrodes were normal and gray in appearance and though fire damaged, the magnetos when examined internally did not display evidence of any preimpact failures or malfunctions. Thumb compression was established and drivetrain continuity was confirmed.
Examination of the landing gear system revealed that the emergency landing gear extension hand crank was stowed in the safety strap. The landing gear doors were closed. The push-pull rods from the gearbox to the "A" frame assemblies at each wheel were retracted.
According to Federal Aviation Administration (FAA) and pilot records, the pilot held a private pilot certificate with a rating for airplane single-engine land. His most recent FAA third-class medical certificate was issued on March 24, 2015. He reported on that date, that he had accrued approximately 206 total flight hours.
According to FAA and airplane maintenance records, the airplane was manufactured in 1953. The airplane's most recent annual inspection was completed on November 1, 2015. At the time of the inspection, the airplane had accrued approximately 6029.8 total hours of operation.
14 CFR Part 91: General Aviation
Accident occurred Thursday, May 19, 2016 in Sevierville, TN
Aircraft: BEECH D35, registration: N2967B
Injuries: 1 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
On May 19, 2016, about 1139 eastern daylight time, a Beech D35; N2967B, was substantially damaged after a loss of control, during a balked landing, following a gear up touchdown, at Gatlinburg-Pigeon Forge Airport (GKT) Sevierville, Tennessee. The private pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight conducted under the provisions of Title14 Code of Federal Regulations Part 91.
According to witnesses, the airplane had taken off and had been flying around the area for approximately 30 minutes before the airplane came in to land on Runway 10 at GKT. During the landing, the airplane touched down with the landing gear in the up position, the propeller struck the ground, and the airplane skidded along the ground on its belly, and then the engine was heard to "rev up" and the airplane lifted off. It then appeared to be "very unstable in ground effect." The airplane then pitched up, rolled to the left, and impacted terrain.
Review of video recordings obtained from security cameras at GKT revealed that the airplane had taxied out for departure at approximately 1057. The airplane then took off from runway 10 about 1102. At approximately 1138, the airplane was observed to approach the runway and then touchdown with the landing gear up and the wing flaps down. The airplane then appeared to skip slightly, become airborne, and then climb slowly with visible oscillations in pitch and roll, until it was approximately 25 feet above the runway surface where it flew out of view of the camera.
Examination of Runway 10 revealed that the airplane's propeller had struck the runway pavement numerous times after it had touched down.
Examination of the wreckage revealed that the airplane had been substantially damaged during the impact sequence and had been subject to a post impact fire. The fuselage, wings, and empennage all exhibited areas of crush and compression damage and the majority of the airplane cabin section had burned away. The cockpit door had separated during the impact sequence but its latching mechanism was found to be in the closed and latched position. The right wingtip fuel tank had separated from the right wing, and the right wing was folded underneath itself. Three feet of the left outboard wing panel was separated from the left wing. The pitot tube was free of obstructions.
The left and right main fuel tank caps were found to be still closed and secured. The right main fuel tank was breached, and the left main fuel tank still contained fuel. The fuel selector valve was in the left main tank position. Fuel was present in the tank selector valve and the fuel strainer. Control continuity was established from the control wheel, and rudder pedals to the flight control surfaces. The throttle control, propeller control, and mixture control were all in the full forward (maximum) position.
Examination of the propeller revealed that the propeller displayed tip curling, S-bending, leading edge gouging, and chordwise scratching.
Examination of the engine revealed that there was fuel in the carburetor, there was oil in the galleries and rocker boxes. The sparkplugs electrodes were normal and gray in appearance and though fire damaged, the magnetos when examined internally did not display evidence of any preimpact failures or malfunctions. Thumb compression was established and drivetrain continuity was confirmed.
Examination of the landing gear system revealed that the emergency landing gear extension hand crank was stowed in the safety strap. The landing gear doors were closed. The push-pull rods from the gearbox to the "A" frame assemblies at each wheel were retracted.
According to Federal Aviation Administration (FAA) and pilot records, the pilot held a private pilot certificate with a rating for airplane single-engine land. His most recent FAA third-class medical certificate was issued on March 24, 2015. He reported on that date, that he had accrued approximately 206 total flight hours.
According to FAA and airplane maintenance records, the airplane was manufactured in 1953. The airplane's most recent annual inspection was completed on November 1, 2015. At the time of the inspection, the airplane had accrued approximately 6029.8 total hours of operation.
Ray Allen Irwin
Ray Allen Irwin was the only person aboard the single-engine Beech Bonanza during the crash at Gatlinburg-Pigeon Forge Airport, 134, Air Museum Way, in Sevierville, according to the Sevierville Police Department.
Irwin was practicing his flying skills by engaging in "touch-and-go" landing maneuvers — taking off, landing and then taking off again, officials said at a Friday news conference.
On the last maneuver, the landing gear wasn't down, and the plane struck the runway, officials said.
According to Irwin's Facebook page, he studied nursing at the University of Toledo and University of Tennessee.
Irwin was certified as a medical X-ray technician in Tennessee and worked at University Physicians' Association and Parkway Medical Center, both in Sevierville. He retired and let his license expire in 2013. His mother and sister also live in Kodak.
On Thursday just before the crash, a witness heard a "loud pop" and then silence.
"I walked on out and there was black smoke billowing," said Billie Schnick, who lives just to the north of the runway.
As she watched the scene unfold, she began to feel sick.
"I got a little sicker, started calling some friends of mine, saying, 'Hey, we need some prayers quickly,' " Schnick said.
The single-engine Beech Bonanza plane crashed just before 11:45 a.m. at the edge of some woods 10-15 feet from the runway, airport manager Emily Haun said. S
Detective Kevin Bush of the Sevierville Police Department said the pilot was the only person aboard and was coming east to land when he apparently experienced some kind of difficulty.
"He probably struck the ground and … rotated the aircraft 180 degrees, where it came to rest and was fully engulfed" in flames, Bush said. "There were no distress calls whatsoever."
Federal Aviation Administration records list the plane as made in 1953 and registered to Irwin and Kenneth L. Justice of Sevierville.
Haun said a witness saw the plane over the runway and said the pilot appeared to have tried to land, then to take off again when the plane crashed.
Schnick said she was inside her house when she heard "a loud pop … and all of a sudden the noise of the plane just stopped," she said. "There was nothing."
Bush said emergency responders arrived in three to five minutes but found the pilot, who was still in the plane, already deceased.
He said the weather was good, and the pilot was experienced.
"We just don't know much yet," Bush said.
The pilot's body was taken to the Regional Forensic Center in Knox County.
Thursday's crash is the second fatal aviation-related accident in Sevier County in less than two months.
An April 4 sightseeing helicopter crash killed pilot Jason Dahl, 38, and passengers Johna Morvant, 49, visiting from North Carolina; her daughter Peyton Rasmussen, 22, and son Parker Rasmussen, 18; and Peyton Rasmussen's boyfriend, 21-year-old Michael Glenn Mastalez of Texas.
The 1977 Bell 206-L LongRanger, operated by Smoky Mountain Helicopters, hit trees near the top of a 1,100-foot wooden ridge behind an outlet mall before coming to a rest, in flames, on its left side.
A preliminary National Transportation Safety Board report on the April crash said the helicopter "lost the rotor sound" shortly before crashing. A full report and ruling on what caused the crash could take up to a year, NTSB officials have said.
Bush said Sevierville emergency response units, which assisted Pigeon Forge in that crash, called Pigeon Forge units to assist Thursday.
"We did learn some stuff" last month about processing the scene of a downed aircraft, "and we put it to use today," Bush said. "Hopefully, it will make the NTSB and FAA's job a little easier."
Story and video: http://www.knoxnews.com
SEVIERVILLE, TN (WJHL) – Friday afternoon, the National Transportation Safety Board revealed more details in a fatal plane crash at the Gatlinburg-Pigeon Forge Airport. According to the NTSB, the pilot died, Ray Irwin, 62, of Kodak died when his 1966 single engine Bonanza plane crashed at around 11:42 a.m. Thursday,
Officials say Irwin was performing touch-and-go landings and making circles at the airport around the time of the crash. Most pilots practice landings for proficiency, said the NTSB.
“The aircraft was doing what is called touch-and-go landings here at the airport. During one of the touch-and-go landings, the aircraft appears to have touched down without the landing gear in the down position,” said Todd Gunther, NTSB aircraft investigator. “We found three areas where the aircraft touched down and propeller struck the pavement of the runway . Afterwards, the aircraft continued to climb out from the runway and ended up impacting just to the left of center runway 10.”
The NTSB has been investigating the crash site since early Friday morning. So far, the NTSB has not found anything mechanically wrong with the plane.
“We’ve looked at the control systems in the aircraft and could find nothing wrong with those systems at this time. They looked at the structure and do not have any evidence of structural failure or any sort of in-flight fire or explosion in the aircraft. They also looked at the engine and it appears the engine rotated at the time of impact,” said Gunther.
According to the NTSB, the plane had fuel.
Investigators will be on the site for the next couple of days. They will take a look at things like the weather conditions, the physiology of the pilot, his log records, the structure of the aircraft and the maintenance records.
No other items were on the plane other than the pilot’s personal belongings.
The NTSB says Irwin reported to the FAA 205 hours of flight, but the NTSB will take a closer look at his flight records.
It may take up to a year before NTSB releases it final report on the crash.
Story and video: http://wjhl.com
Ray Irwin
SEVIERVILLE (WATE) – One person is dead after a crash at Gatlinburg-Pigeon Forge Airport.
The city of Sevierville said Ray Irwin, 62, of Kodak died when his Beech D35 Bonanza plane crashed at around 11:42 a.m. Thursday, just 15 feet off the runway. By the time first responders arrived the plane was fully engulfed in flames.
According to the initial investigation, the plane crashed while attempting to land. There were no passengers in the plane at the time of the crash.
“He’s just going to be missed you know,” Christine Irwin, Ray Irwin’s mother.
Police said the pilot was found dead inside the aircraft. His body will be taken to Knoxville Forensic Center for an autopsy. Witnesses said they heard the plane take off, heard a pop and then it crashed.
“I came out to do yard work and saw a lot of black smoke,” said Billie Schnick.
The plane came to rest next to a treeline beside a backyard.
“A gentleman who works at the airport ran up and said, ‘Plane crash, we can’t find the pilot. We think he’s been ejected. Can you help us look?’” said Schnick. “They found the pilot still strapped in the pilot’s seat.”
Irwin was the only person on board.
“The owner and next of kin are being told right now. Basically, what we do is try and memorialize the crime scene by video and photography and turn it over to the NTSB which we’ve already done at that time,” said Kevin Bush with the Sevierville Police Department.
The National Transportation Safety Board is taking over the investigation. The FAA and Knox County Forensics are also helping to investigate the crash.
“It’s painful, it’s going to take a while,” said Irwin.
Original article can be found here: http://wjhl.com
KODAK, Tenn. (WVLT) - Christine Irwin told Local 8 News that her son, 62-year-old Ray Irwin, died in a small plane crash in Sevier County on Thursday.
Christine said her son was piloting the plane when it crashed after attempting to land at the Gatlinburg Pigeon Forge Airport.
Marc Hightower, a pilot, saw the single-engine, private plane moments before the crash.
"I looked up and a plane was coming in to land and I noticed his landing gear was up. I ran inside and said to radio that guy and tell him his gear is up," said Hightower. "I think he probably figured it out because he got down real low over the runway because he got down to low power and he powers up and plans got a little wobbly."
Irwin always wanted to fly planes, according to his mother. He served in the Navy, was a nurse, and managed apartment complexes.
Christine, who is 89-years-old, said she would rely on her faith to help her through the difficult time. She said Irwin also leaves behind a sister.
Story and video: http://www.local8now.com
SEVIERVILLE, Tenn. (WVLT) -- According to the Sevierville Police Department, the pilot of a plane is dead after a crash at the Gatlinburg Pigeon Forge Airport Thursday. The crash happened at the far end of the runway.
It was a Beech D35 Bonanza plane.
The crash happened at about 12 p.m. on Thursday. It started a small fire that emergency crews quickly put out.
Marc Hightower, a pilot, watched the crash happen.
"I looked up and a plane was coming in to land and I noticed his landing gear was up. I ran inside and said to radio that guy and tell him his gear is up," said Hightower. "I think he probably figured it out because he got down real low over the runway because he got down to low power and he powers up and plans got a little wobbly."
Hightower said he didn't see the exact crash because hills obscured his view.
According SPD spokesman Bob Stahlke no one else was hurt.
A federal inspector will look at the crash scene for a final look.
Investigators have not released the pilot's identity.
Nathan House, a friend of the pilot who passed away told Local 8 News that he was supposed to be in the plane.
"I'm freaked out, really freaked out. It's like death's knocking on my door and I just missed it because I got busy. It was really strange to see that because that would have been us. Me and my girlfriend and him today," said House.
House said the pilot was a good man who loved to help others.
"He would got out of his way for people he was a nurse down in Sevierville and he was always helping people he loved his job and he was talking about retiring," he said.
Story and video: http://www.local8now.com
"I walked on out and there was black smoke billowing," said Billie Schnick, who lives just off the runway of the Gatlinburg-Pigeon Forge Airport, 134 Air Museum Way, in Sevierville.
As she watched the scene unfold, she began to feel sick.
"I got a little sicker, started calling some friends of mine, saying, 'Hey, we need some prayers quickly,' " Schnick said.
The Beech D35 Bonanza plane crashed "just adjacent" to the runway around 11:45 a.m., airport manager Emily Haun said. A fire broke out but was extinguished.
The plane was locally owned, but the pilot, a frequent patron of the airport, was not the owner, Haun said. His name wasn't immediately available.
"As far as we know, he was the only person aboard," Haun said.
Federal Aviation Administration records list the plane, made in 1953, as registered to Kenneth L. Justice of Sevierville and Ray Irwin of Kodak. Neither could be reached Thursday afternoon.
The plane was over the runway when the pilot began experiencing "mechanical issues," Haun said. He was trying to take off again when the plane crashed, she said.
Schnick said she was inside her house when she heard the plane take off.
"There was a loud pop ... and all of a sudden the noise of the plane just stopped," Schnick said. "There was nothing."
The pilot made no radio calls for help, police said.
"There was no distress call, but witnesses said something caused the plane to veer off course" before it landed, Sevierville police Detective Kevin Bush said. "It landed near the wood line and was fully engulfed in flames."
Bush said emergency responders arrived in about three minutes.
The Federal Aviation Administration and the National Transportation Safety Board will investigate the cause of the crash.
Story and video: http://www.knoxnews.com
SEVIERVILLE - The pilot of a single engine aircraft died during a crash Thursday morning at the Gatlinburg-Pigeon Forge Airport in Sevierville.
A woman who lives near the crash site said she heard a pop, then silence when the Beech D35 Bonanza plane went down a little before 11:45 a.m.
Sevierville Police said it appears the plane hit the ground while landing, then rotated 180 degrees, and stopped about 10 to 15 feet off the runway near a wooded area. When authorities arrived it was fully engulfed.
Investigators said the pilot was killed and he was the only person on board.
Sevierville Police Department Detective Kevin Bush said there were no radio distress calls from the pilot before the crash.
Authorities described the pilot as a frequent flyer of the plane, but the pilot did not own it.
Detective Bush said the owner of the plane has been notified and they're working to get in contact with the pilot's next of kin.
The pilot's body will be taken to the Knoxville Forensic Center for an autopsy.
The crash comes after a fatal sightseeing helicopter crash in Pigeon Forge killed five people on April 4.
Bush said crews from the crash in Pigeon Forge helped with Thursday's investigation.
"Unfortunately, several weeks ago we had a helicopter in Pigeon Forge," Bush said. "Today they reciprocated. The helicopter was in Pigeon Forge city limits, and this one just happened to be ours. But, they went ahead, and fire command for Pigeon Forge showed up as mutual aid."
Bush said it "means a lot" that the investigating crews from April's crash in Pigeon Forge helped with Thursday's crash.
A number of different law enforcement agencies responded to the airport crash, including the Sevierville Fire Department, Sevierville Police Department, Pigeon Forge Police Department and Pigeon Forge Fire Department.
The NTSB and FAA are taking over the crash investigation.
Detective Bush said the pilot's name will be released later Thursday.
SEVIERVILLE (WATE) – One person is dead after a crash at Gatlinburg-Pigeon Forge Airport.
Sevierville Police Department said the Beech D35 Bonanza plane crashed around 11:43 a.m. Thursday, just 15 feet off the runway. By the time first responders arrived the plane was fully engulfed in flames.
Police said the pilot was found dead inside the aircraft. Police said the owner of the plane is located out of East Tennessee. His body will be taken to Knoxville Forensic Center for an autopsy.
Witnesses said they heard the plane take off, heard a pop and then it crashed.
“I came out to do yard work and saw a lot of black smoke,” said Billie Schnick.
The tree came to rest next to a treeline beside a backyard.
“A gentleman who works at the airport ran up and said, ‘Plane crash, we can’t find the pilot. We think he’s been ejected. Can you help us look?’” said Schnick. “They found the pilot still strapped in the pilot’s seat.”
The pilot was the only person on board. His name has not been released.
“Basically the owner and next of kin are being told right now. Basically what we do is try and memorialize the crime scene by video and photography and turn it over to the NTSB which we’ve already done at that time,” said Kevin Bush with the Sevierville Police Department.
The National Transportation Safety Board is taking over the investigation. The FAA and Knox County Forensics are also helping to investigate the crash.
http://wate.com
10/12/2006 0/7 1600Z (1100 local): A Be35 landed gear up at Moscow Hills, Missouri. The solo pilot, on a local flight, was not hurt despite “substantial” aircraft damage. Weather was “clear and 10” with an eight-knot wind.
ReplyDeleteN2967B (D-3608) is a 1953 D35 recently (August 2006) registered to a corporation in Foristell, Missouri. http://thomaspturner.net/archives%2010.2006.htm