Sunday, April 12, 2020

Aircraft Vandalism: Cape Cod Airfield (2B1), Marstons Mills, Barnstable County, Massachusetts


MARSTONS MILLS — Two airplanes that were used during World War II were found vandalized this past week at the Cape Cod Airfield, according to the owner of the aircraft.

“Those airplanes in particular are veterans of the war,” said Cape Cod Airfield manager Chris Siderwicz, who noted the DC-3s are both close to 80 years old. “It is so disrespectful to them and to me.”

Siderwicz estimated the damage to the two airplanes to be between $10,000 and $15,000. The parts to fix the planes are difficult to come by, he said.

Siderwicz said he didn’t file a police report because he didn’t think police could do much about it. But a post detailing the vandalism on the airfield’s Facebook page has garnered more than 200 comments and has been viewed more than 180,000 times, he said.

“We really appreciate everyone reaching out to us about this unfortunate situation,” airfield staff wrote in a separate Facebook post Sunday. “We’re shocked at how much support we’ve gotten and are truly grateful by everyone’s offers and well wishes.”

While Siderwicz said he has no idea why anyone would damage the planes, he believes that it was done on purpose, citing the extent of the damage.

The elevator, or the flight control surface near the wing of an aircraft, was crushed on one of the planes. A DC-3′s elevator is made of aluminum alloy frames covered with fabric.

“They’re fragile, they need to be as light as possible,” Siderwicz said.

On the other plane, a bracket was broken on a trim tab, a piece of metal near the rear of the plane that helps the pilot control the aircraft. The trim tab also had eight rivets torn off.

It would have had to take one strong person or two people to be able to damage the trim tab, Siderwicz said.

“It’s a serious felony to tamper with airplanes,” he said. “It’s dangerous; it’s not like scratching someone’s car.”

Siderwicz said it’s unclear when the vandalism happened. He said he discovered the damage only after walking out to check on the planes on April 6.

The propeller-driven DC-3 model aircraft are rare, Siderwicz said, noting they were used by the Allied forces in World War II.

One of the planes is the only Douglas Sleeper Transport, meant for overnight journeys, left flying in the world and one of only eight known in existence, a Facebook post from Cape Cod Airfield said. The other was specifically built for the U.S. military for use in the war. After the war, both airplanes became commercial aircraft.

Together, these two airplanes have flown more than 130,000 hours, according to the Facebook post.

The two airplanes were bought personally by Siderwicz, who restored them and brought them to the airfield.

Siderwicz bought one of the planes five years ago and has been flying it regularly in the summer months. He purchased the second one three years ago and spent hours refurbishing it.

“I haven’t flown it yet,” he said of the second plane. “Now I have to do [the refurbishing] all over again.”

Siderwicz fell in love with DC-3s when he worked for Provincetown-Boston Airlines. The airline had 12 DC-3s, and he spent thousands of hours flying them.

He moved on to fly jets for Eastern Airlines and US Air, but the DC-3 remained a favorite. In fact, the two planes he owns used to be owned by Provincetown-Boston Airlines.

Siderwicz calls them beautiful aircraft with neat lines and a rugged, legendary reputation. General Dwight D. Eisenhower called the DC-3 a workhouse that was vital to winning World War II.

“They’re special, capable airplanes,” Siderwicz said.

The damages sustained from the vandalism were not in the airfield’s budget, especially since the business, which offers private rides in replica 1930s biplanes, trips to Provincetown in Cessna planes and tandem skydiving, is closed because of the coronavirus outbreak.

Repairing the airplanes is going to be challenging but possible, Siderwicz said.

“To try to maintain two 80-year-old airplanes is hard enough, let alone addressing the additional abuse,” Siderwicz said.

Since the outbreak, more people have been traveling through the town-owned trails behind the airfield, Siderwicz said. Still, he is not sure if the vandalism was caused by someone who was using the trail.

More people also are walking on to the airfield without permission, which can be dangerous because it houses private airplanes and is still open, he said.

“We want to let people know these are tough times for everybody, but we still need to operate safely,” Siderwicz said. “We don’t want to discourage people from getting fresh air.”

Although Siderwicz is not looking for any money to help with the repairs, he hopes that whoever did the damage is found and held responsible.

https://www.capecodtimes.com

Update:  Sunday, April 12th

First of all, wow- thank you for the outpouring of love and support, we never dreamed we’d reach so many people. We really appreciate everyone reaching out to us about this unfortunate situation. We’re shocked at how much support we’ve gotten and are truly grateful by everyone’s offers and well wishes. We’re trying to respond to everyone who has asked questions, but there are so many it is hard to keep up.


Many people have asked about a fundraiser of some sort in order to repair the DC-3s. We are humbled at how quickly people were willing to offer assistance. These are very kind offers, however we are really just looking for information and awareness, not for money or donations. We have never been people to accept charity, and especially not in the condition our world is in right now. So many people have lost their jobs, had hours cut back, and are struggling with the effects of COVID-19 that we could never consider accepting money.


Both Sid and his son Chris are licensed A&P IA mechanics, so they are able to fix this damage over time. Sid will rebuild the flight controls that were wrecked, but it is a major set back. We are still looking for any information you may have, so please continue to share and keep your eyes open.


https://www.facebook.com/CapeCodAirfield


Saturday, April 11th

In these difficult times we at the airfield know that more people than usual are utilizing the trails in the conservation land. We welcome this, however this increased foot traffic has started to bleed onto airfield property. Unfortunately, we made a horrible discovery recently. Both of the DC-3s on the airfield have sustained at least $15,000 worth of damages due to vandalism. These aircraft are antiques that were utilized by the Allied forces in WWII. Doing this to an aircraft is the equivalent to pushing down a World War II veteran just to watch him fall.


These two DC-3s are extremely rare and special in their own ways. One is the only Douglas Sleeper Transport (meant for overnight journeys) left flying in the world, one of eight that we know of that still exist. The other was specifically built for the US military as a C-53. Both DC-3s served the US in WWII, then became commercial aircraft. Combined, these two pieces of history have flown over 130,000 hours. Sid personally bought them and brought them here in order to save them as a labor of love. He is not a millionaire, so he cannot just send the planes away and pay for them to be fixed. These damages are not in the budget- repairing them is going to be a challenge.


We are offering a reward to anyone with any information that leads us to the person/people responsible for this vandalism. If you know of anyone who has been trespassing on the airfield, has a picture of them touching or sitting on these planes, or has mentioned touching these planes, PLEASE REACH OUT TO US - your information will be kept confidential. Tampering with an airplane is a federal offense... we’re trying to solve this problem WITHOUT pressing charges by making this plea to you.


This is an additional blow to our airfield family that we do not need in these trying times. With COVID-19, we are worried about our families’ safety, keeping our small business open, and now we have to worry about further vandalism to the property. Please share, and tell your friends to keep to the walking trails, not the airfield property.


https://www.facebook.com/CapeCodAirfield



MARSTONS MILLS – In a social media post, Cape Cod Airfield reported that in these difficult times we at the airfield know that more people than usual are utilizing the trails in the conservation land. We welcome this, however this increased foot traffic has started to bleed onto airfield property. Unfortunately, we made a horrible discovery recently. Both of the DC-3s on the airfield have sustained at least $15,000 worth of damages due to vandalism. These aircraft are antiques that were utilized by the Allied forces in WWII. Doing this to an aircraft is the equivalent to pushing down a World War II veteran just to watch him fall.

These two DC-3s are extremely rare and special in their own ways. One is the only Douglas Sleeper Transport (meant for overnight journeys) left flying in the world, one of eight that we know of that still exist. The other was specifically built for the US military as a C-53. Both DC-3s served the US in WWII, then became commercial aircraft. Combined, these two pieces of history have flown over 130,000 hours. Sid personally bought them and brought them here in order to save them as a labor of love. He is not a millionaire, so he cannot just send the planes away and pay for them to be fixed. These damages are not in the budget- repairing them is going to be a challenge.

We are offering a reward to anyone with any information that leads us to the person/people responsible for this vandalism. If you know of anyone who has been trespassing on the airfield, has a picture of them touching or sitting on these planes, or has mentioned touching these planes, PLEASE REACH OUT TO US – your information will be kept confidential. Tampering with an airplane is a federal offense… we’re trying to solve this problem WITHOUT pressing charges by making this plea to you.

This is an additional blow to our airfield family that we do not need in these trying times. With COVID-19, we are worried about our families’ safety, keeping our small business open, and now we have to worry about further vandalism to the property. Please share, and tell your friends to keep to the walking trails, not the airfield property.

Editor’s note: you can contact the airfield at (508) 428-8732 or via their facebook page “Cape Cod Airfield”

https://www.capecod.com

Glider Tow Event: SZD-48 Jantar Standard 2, N456RM; fatal accident occurred April 14, 2018 near La Belle Municipal Airport (X14), Hendry County, Florida

Forward view of wreckage showing fragmented cockpit parts and instrument panel.

Aft view of wreckage showing damaged vertical and horizontal stabilizers. 

Right-side view of wreckage showing damaged right wing and crushed cockpit.

Left-side view of wreckage showing damaged left wing.

Front view of wreckage showing the crushed cockpit.

View of damaged instrument panel within the debris path.

 Nano Flight Data Recorder S/N: 1NH(02141).

As recorded flight path (orange) and adjusted flight path (blue) for the accident flight.

Accident flight with time and altitude noted.

Altitude and speed versus time for accident flight.

Images of the speed brake connecting rod assembly as received: a) side view and b) threaded rod axial view.

a) Image of the threaded rod fracture surface and b) side view of the threaded section at an angle of approximately 35° to the clevis and beveled gear rotation axis.

Overview SEM image of the fracture surface.

SEM images of typical fracture surface features from regions; ductile dimple morphology in matte region and b) flat faceted fracture in specular region.

Tom Irlbeck, a lifelong lover of aviation, died in a glider crash April 14th, 2018. He logged more than 30,000 hours flying. He was an avid outdoorsman with two sons, five grandchildren and married to Katy Irlbeck for 48 years.


Tom Irlbeck taught his oldest son Jon how to fly when he was 14. Jon Irlbeck, 48, will continue his dad's flying legacy as a commercial airline pilot.


Tom Irlbeck, who split his later years between Wisconsin and Florida, built this RV-8. He then painted it in Navy colors and flew it frequently.


Tom Irlbeck, who became a Cape Coral winter resident in 2003, was an original 'Top Gun' instructor and flew almost 200 combat missions in Vietnam.

The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Miramar, Florida

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/N456RM


Location: LaBelle, FL
Accident Number: ERA18FA128
Date & Time: 04/14/2018, 1540 EDT
Registration: N456RM
Aircraft: S.Z.D. SZD 48 JANTAR STD 2
Aircraft Damage: Substantial
Defining Event: Glider tow event
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On April 14, 2018, about 1540 eastern daylight time, an SZD-48 Jantar Standard 2 glider, N456RM, was substantially damaged after it impacted the ground near LaBelle Municipal Airport, LaBelle, Florida. The private pilot was fatally injured. The airplane was registered to and operated by the private pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed for the local flight.

The witness who assisted the pilot in assembling the glider before the flight stated that the assembly was "normal." After affixing the wings to the fuselage, a positive control check was completed and the pilot prepared for takeoff. The glider was then attached to the tow rope of the tow airplane, and the glider was positioned on runway 14.

The tow pilot, who had towed the pilot's glider for the past 5 years reported that he and the glider pilot were in radio communication before takeoff. According to the tow pilot, the pilot requested a "left break" after takeoff, which was precautionary in case the tow rope broke on climbout. The tow pilot was not concerned with the pilot's request because the wind was aligned with the departure runway. The tow pilot also stated that the glider pilot requested to be towed up to "3,000 ft above the field before release" and that the tow pilot acknowledged this request.

During the initial climbout, when the glider was about 200 ft above ground level (agl), the tow pilot noticed that the tow rope had a lot of slack, which did not seem normal. He also stated that the glider was "moving around a lot more than [the tow pilot] was accustomed to." The tow pilot started a shallow turn to the right to keep the glider upwind and "take up the slack in the tow rope." After this maneuver, the slack remained in the tow rope, which affected the glider's airspeed. When the glider was at 400 ft agl, it encountered a thermal and began to climb rapidly and the tow rope lifted the tail of the tow airplane. The tow pilot was about to release the glider from the tow rope, but the glider released on its own. The tow pilot continued straight ahead in level flight to avoid the glider; afterward, he noticed that the glider was about 200 ft below the tow airplane in a spin. The glider continued to spin until it impacted the ground.

Data retrieved from a Nano flight data recorder that was onboard the glider indicated that, when the glider reached an altitude of 400 ft agl, its airspeed was 75 knots. The glider reached a maximum altitude of 485 ft about 12 seconds later then descended to 472 ft about 6 seconds later. At that time, the glider's airspeed reached its lowest point, which was about 55 knots. No other flight information was recorded.

Pilot Information

Certificate: Airline Transport; Flight Instructor
Age: 74, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Single
Other Aircraft Rating(s): Glider
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane Single-engine; Glider
Toxicology Performed:Yes 
Medical Certification: Class 3 None
Last FAA Medical Exam: 05/18/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time:  (Estimated) 25000 hours (Total, all aircraft), 42 hours (Total, this make and model) 

According to Federal Aviation Administration (FAA) records, the glider pilot held a commercial pilot certificate with ratings for airplane single- and multiengine land, glider, and instrument airplane. The pilot held a flight instructor certificate with ratings for single-engine land and glider. He reported a total flight experience of 25,000 hours, including 71 hours during the last 6 months, on his FAA third-class medical certificate application, dated May 18, 2017.

A review of the pilot's logbook revealed that it was his third glider logbook. The logbook indicated that the pilot had over 406.1 hours of total flight experience in gliders. Further review showed that the pilot had accumulated a total of 42.4 hours in the accident glider, of which 19.6 hours were in the 90 days before the accident.

Aircraft and Owner/Operator Information

Aircraft Make: S.Z.D.
Registration: N456RM
Model/Series: SZD 48 JANTAR STD 2 1
Aircraft Category: Glider
Year of Manufacture: 1981
Amateur Built:No 
Airworthiness Certificate: Normal
Serial Number: B-1216
Landing Gear Type: Tandem
Seats: 1
Date/Type of Last Inspection: 11/01/2017, Annual
Certified Max Gross Wt.: 860 lbs
Time Since Last Inspection:
Engines:
Airframe Total Time: 697 Hours as of last inspection
Engine Manufacturer:
ELT: Not installed
Engine Model/Series:
Registered Owner: On file
Rated Power:
Operator: On file
Operating Certificate(s) Held: None

According to FAA airworthiness records, the glider was manufactured in 1981 as a one-seat, standard-class, high-performance glider. It was a glass fiber-reinforced epoxy resin construction with frames, ribs, and a center section truss, built up from welded steel tubes, to support the wings; a single-wheel retractable undercarriage; and a towing hook. The cockpit was covered by a two-piece plexiglass canopy with a fixed forward portion and a rearward hinged portion, and the cockpit instruments were on a panel in the central pedestal between the pilot's legs. Aluminum plate-style airbrakes extended from upper and lower surfaces of the wing. A maintenance logbook excerpt revealed that the glider received its most recent annual inspection on November 1, 2017, at a tachometer time of 697 hours.

The accident glider was not equipped with ballast.

According to an excerpt from section 4.5.4 of the flight manual, which discussed spinning, the height loss during recovery from a spin is about 328 ft or more depending on the recovery procedure.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: IMM, 37 ft msl
Distance from Accident Site: 18 Nautical Miles
Observation Time: 1535 EDT
Direction from Accident Site:355° 
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 11 knots /
Turbulence Type Forecast/Actual: 
Wind Direction: 160°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.98 inches Hg
Temperature/Dew Point: 34°C / 14°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: LaBelle, FL (X14)
Type of Flight Plan Filed: None
Destination: LaBelle, FL (X14)
Type of Clearance: None
Departure Time: 1535 EDT
Type of Airspace: Class G

At 1535, the recorded weather at Immokalee Regional Airport, Immokalee, Florida, which was about 18 nautical miles north of the accident site, included wind from 160° at 11 knots, 10 statute miles visibility, clear skies, temperature 34°C, dew point 14°C, and altimeter setting 29.98 inches of mercury.

Airport Information

Airport: LA BELLE MUNI (X14)
Runway Surface Type: Asphalt
Airport Elevation: 20 ft
Runway Surface Condition: Dry
Runway Used:14 
IFR Approach: None
Runway Length/Width: 5254 ft / 75 ft
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 26.727778, -81.420556 

Examination of the accident site revealed that the glider came to rest in a cow pasture about 1/2 mile southeast of the airport. The glider was orientated on a 030° magnetic heading, with the debris field extending outward 75 ft from the initial impact crater. All flight control surfaces were accounted for at the accident site.

Examination of the fuselage revealed that the cockpit hull was fragmented aft of the wing attachment assembly, and all flight controls and pushrods were exposed. The instrument panel, which was also located within the debris field, sustained impact damage and thus did not provide any reliable information. The aileron pushrods were traced back to the quick locks aft of the wing spars. Both quick locks were intact and did not show signs of damage. The airbrake control was traced to the airbrake assembly in the fuselage and, when manipulated, rotated the airbrake tubes within the fuselage. The elevator pushrod was traced back to the empennage and, when moved, revealed continuity. The empennage was broken away from the fuselage and impact damaged. The pushrods for the elevator and rudder were impact damaged and, when moved, revealed continuity.

Examination of the left wing revealed that the leading edge exhibited crush damage. The wing remained intact throughout the span of the wing. The aileron control tube was manipulated, and continuity was established to the aileron. The attachment fitting on the aileron control tube, which was connected to a quick lock in the fuselage, was impact damaged. The left wing was partially attached to the fuselage, displaced forward, and impact damaged at the wing root. Examination of the airbrake revealed that it was in the extended position. When the airbrake control tube was rotated, the airbrake retracted. The airbrake control tube was broken at its attachment fitting, and the control wheel was impact damaged.

Examination of the right wing revealed that the outboard section of the wing was fragmented and that the aileron was separated from its attachment points. The aileron control tube was manipulated, and continuity was established to the aileron attachment fitting. The attachment fitting, which connected to the other quick lock in the fuselage, was impact damaged. The right wing was partially attached to the fuselage and impact damaged at the wing root. Examination of the airbrake revealed that it was in the stowed position. The airbrake control tube was rotated, and the airbrake deployed. The control tube was impact damaged at the gear fitting at fuselage beveled gear assembly.

The Nano flight data recorder found at the accident site was sent to the National Transportation Safety Board's Vehicle Performance Division for data download.

Medical And Pathological Information

The District 21 Medical Examiner, Fort Myers, Florida, performed an autopsy on the pilot. His cause of death was multiple blunt force injuries.

Toxicology testing performed at the FAA Forensic Sciences Laboratory was negative for carbon monoxide, ethanol, and drugs.

Additional Information

The SZD-48 Jantar Standard 2 glider flight manual, section 4.5.3, notes the following information about stalling:

NOTE: The sailplane does not warn before stalling!


The stalling in straight flight takes place with nose high above horizon and considerable elevator up deflection. Before stalling the distinct fuselage oscillations appear as well as the oscillation of airspeed indicator hint, when the airspeed drops down to about 68 km/h [36 knots] light pilot without ballast or 85 km/h [45 knots] heavy pilot with ballast.

In the same time the oscillation range decreases to about 10 km/h [5 knots]. During dropping of sailplane, the lateral balance can be retained. Recovery by releasing of stick is sure and easy.

The stalling in circling appears as a tendency for diminishing the circling radius and is accompanied with the airspeed indicator hint oscillations.

In 30° banked turn the stalling airspeed is about 78 km/h [42 knots] light pilot without ballast or about 88 km/h [47 knots] heavy pilot with ballast.

During dropping down the lateral balance can be retained. Recovery without troubles. The height loss in stalling at turn with water ballast exceeds 50 m [164 ft]. 

Loss of Control in Flight: Cosmos Phase III, N6466; accident occurred May 01, 2018 at Fernandina Beach Municipal Airport (KFHB), Nassau County, Florida


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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Orlando, Florida

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/N6466


Location: Fernandina Beach, FL
Accident Number: WPR18LA132
Date & Time: 05/01/2018, 0845 EDT
Registration: N6466
Aircraft: COSMOS PHASE III
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries:1 Minor, 1 None 
Flight Conducted Under: Part 91: General Aviation - Personal 

On May 1, 2018, about 0845 eastern daylight time, a weight-shift-control Cosmos Phase III, N6466, sustained substantial damage after it impacted terrain shortly after departure from Fernandina Beach Municipal Airport (FHB), Fernandina Beach, Florida. The flight instructor sustained serious injuries, and the student pilot was not injured. The aircraft was registered to and operated by the flight instructor as a Title 14 Code of Federal Regulations Part 91 instructional flight. Visual meteorological conditions prevailed, and no flight plan was filed for the flight that originated at 0830 from FHB.

In a telephone interview with the National Transportation Safety Board investigator-in-charge, the flight instructor reported that the student pilot was manipulating the controls and flying the aircraft. During the initial climb, at about 700 ft above ground level, the airplane suddenly entered a "hard" left bank. The flight instructor took control of the aircraft, however, was unable to recover and the aircraft impacted terrain in a nose down attitude. The flight instructor does not recall if there was a mechanical anomaly, but reported that the student pilot was known to freeze on the controls and he could have been fighting him.

The student did not provide a statement as to the circumstances of the accident.

Neither the flight instructor nor the student pilot completed or submitted the NTSB Pilot/Operator Aircraft Accident/Incident Report Form 6120.1 to the investigator in charge.

Aircraft and Owner/Operator Information

Aircraft Make: COSMOS
Registration: N6466
Model/Series: PHASE III NO SERIES
Aircraft Category: Weight-Shift
Year of Manufacture: 2003
Amateur Built: No
Airworthiness Certificate: Experimental
Serial Number: 1117
Landing Gear Type:
Seats:
Date/Type of Last Inspection:
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines:
Airframe Total Time:
Engine Manufacturer:
ELT:
Engine Model/Series:
Registered Owner: On file
Rated Power:
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: KFHB, 17 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 0815 EDT
Direction from Accident Site: 315°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 100°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.24 inches Hg
Temperature/Dew Point: 21°C / 16°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Fernandina Beach, FL (FHB)
Type of Flight Plan Filed: None
Destination: Fernandina Beach, FL (FHB)
Type of Clearance: None
Departure Time: 0830 EDT
Type of Airspace:

Airport Information

Airport: FERNANDINA BEACH MUNI (FHB)
Runway Surface Type: Asphalt
Airport Elevation: 15 ft
Runway Surface Condition:
Runway Used: 04
IFR Approach: None
Runway Length/Width: 5301 ft / 100 ft
VFR Approach/Landing: Forced Landing

Wreckage and Impact Information

Crew Injuries: 1 Minor, 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor, 1 None
Latitude, Longitude: 30.611944, -81.461111 (est)

Aerodynamic Stall/Spin: Aeronca 7AC Champ, N84396; fatal accident occurred May 05, 2018 near Randall Airport (06N), Middletown, Orange County, New York

Airplane – View of Top




Airplane – View from Bottom

Airplane – View of Left Side

Airplane – View of Right Side






Overall view of the front seat belt assembly.

Overall view of the rear seat belt assembly with attached rear shoulder harness rear attachment assembly.

Length adjusters on the front right and left shoulder harness straps.

Buckle attachment fitting on the front right shoulder harness strap. The lines indicate the angle of bending.

Buckle attachment fitting on the front left shoulder harness strap. The lines indicate the angle of bending.

Closer view of fractures at the anchor point for the front left lap belt.


Optical images of typical fractured fibers for the front left lap belt fractures.

Length adjusters on the rear right and left shoulder harness straps.

Buckle attachment fitting on the rear right shoulder harness strap. The lines indicate the angle of bending.

Buckle attachment fitting on the rear left shoulder harness strap. The lines indicate the angle of bending.

Rear shoulder harness rear attachment assembly as viewed looking aft. 

Diagram from the shoulder harness installation instructions showing the rear shoulder harness rear attachment assembly as viewed looking aft. (Instructions provided by Wag-Aero Group.)

Interior faces of attachment brackets from the rear shoulder harness rear attachment assembly after disassembly. Unlabeled arrows indicate the relative direction of motion for the mating structural frame in areas showing sliding contact marks.






























Rabbi Aaron D. Panken 
Rabbi Panken died tragically in the crash of a Aeronca 7AC Champ on May 5th, 2018.

The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Teterboro, New Jersey
Continental Aerospace Technologies; 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/N84396


Location: Middletown, NY
Accident Number: ERA18FA141
Date & Time: 05/05/2018, 0905 EDT
Registration: N84396
Aircraft: AERONCA 7AC
Aircraft Damage: Substantial
Defining Event: Aerodynamic stall/spin
Injuries: 1 Fatal, 1 Serious
Flight Conducted Under: Part 91: General Aviation - Instructional 

On May 5, 2018, about 0905 eastern daylight time, an Aeronca 7AC, N84396, was substantially damaged when it was involved in an accident near Randall Airport (06N), Middletown, New York. The pilot was fatally injured, and the flight instructor was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

According to the flight instructor, the purpose of the flight was to perform a flight review for the pilot. The flight instructor and the pilot discussed his currency and the status of his medical certificate, which was valid, and agreed that the pilot would be the pilot-in-command for the flight. Before moving the airplane out of the hangar, the pilot performed a preflight inspection. The flight instructor recalled that the pilot had measured the amount of fuel in the single fuel tank and reported that it was "slightly more than a half tank." They moved the airplane out of the hangar, started the engine (the flight instructor performed the cockpit duties as the pilot hand-propped the engine), and then taxied toward the runway. The pilot was in the front seat, and the flight instructor was in the back seat. The flight instructor did not recall any further information about the flight.

A witness, who was driving on the road adjacent to the accident site, observed the airplane flying in a westerly direction when it "suddenly went nose down." She then stopped her car, saw that the airplane had impacted a wooded area, and called 911. 

Pilot Information

Certificate: Commercial
Age: 53, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied:Front 
Other Aircraft Rating(s): Glider
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed:Yes 
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 06/21/2017
Occupational Pilot:No 
Last Flight Review or Equivalent: 04/10/2017
Flight Time:  737 hours (Total, all aircraft), 11.9 hours (Total, this make and model), 649 hours (Pilot In Command, all aircraft), 5 hours (Last 90 days, all aircraft), 1.3 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)

Flight Instructor Information

Certificate: Flight Instructor; Commercial
Age: 65, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Rear
Other Aircraft Rating(s):
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 03/13/2018
Occupational Pilot: No
Last Flight Review or Equivalent: 03/13/2018
Flight Time:  (Estimated) 8150 hours (Total, all aircraft), 300 hours (Total, this make and model), 7209 hours (Pilot In Command, all aircraft), 70 hours (Last 90 days, all aircraft), 41 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft) 

According to his logbook, the pilot had accumulated 737 total hours of flight experience, 11.9 hours of which were in the accident airplane make and model. He had flown 2 solo flight hours accident airplane make and model. Before the accident flight, the pilot's last flight in the accident airplane occurred on December 4, 2016. The pilot had logged about 10 hours during the year preceding the accident, none of which were in the accident airplane make and model. 

Aircraft and Owner/Operator Information

Aircraft Make: AERONCA
Registration: N84396
Model/Series: 7AC NO SERIES
Aircraft Category: Airplane
Year of Manufacture:4
Amateur Built:No 
Airworthiness Certificate: Normal
Serial Number: 7AC-3089
Landing Gear Type: Tailwheel
Seats:2 
Date/Type of Last Inspection: 12/20/2017, Annual
Certified Max Gross Wt.: 1220 lbs
Time Since Last Inspection:5 Hours 
Engines: 1 Reciprocating
Airframe Total Time: 4841.9 Hours as of last inspection
Engine Manufacturer: Continental Motors Inc
ELT:C91A installed 
Engine Model/Series: A-65-8F
Registered Owner: NEW YORK CHAMPS FLYING CLUB INC
Rated Power: 65 hp
Operator: NEW YORK CHAMPS FLYING CLUB INC
Operating Certificate(s) Held: None 

The tandem two-seat, high-wing, airplane was constructed of welded tubes covered by fabric. The wooden wing spars were replaced with aluminum spars in December 2017. Flight and engine controls could be manipulated by either the front or rear seat occupant. The airplane was not equipped with a stall warning system or instruments for a rear-seat pilot.

The airplane was shared by members of a flying club. According to handwritten fueling records that the club kept, the airplane was last refueled on April 11, 2018, with 5.1 gallons. It had been flown once since that time, on April 14, 2018, for a total of 0.57 hour, with an ending tachometer time of 1,333.36 hours. The tachometer reading at the time of the accident was 1,333.47 hours. A review of the fuel records revealed that the airplane used an average of 4 gallons per tachometer hour. The fuel tank capacity was 13 gallons.

Calculations using the weight and balance documentation found in the airplane, FAA records of the pilots' weight, and an assumption of 7 gallons of fuel (based on the pilot's statement to the flight instructor that the tank was half full) indicated that the airplane would have weighed about 1,324 pounds. The maximum gross weight listed in the weight and balance documentation was 1,220 pounds; thus, the airplane weighed 104 pounds more than the maximum gross weight during the accident flight.

The rear seat shoulder harness was installed pursuant to a supplemental type certificate in December 2016. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: MGJ, 365 ft msl
Distance from Accident Site: 8 Nautical Miles
Observation Time: 0854 EDT
Direction from Accident Site: 51°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 7 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 330°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.08 inches Hg
Temperature/Dew Point: 16°C / 6°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Middletown, NY (06N)
Type of Flight Plan Filed: None
Destination: Middletown, NY (06N)
Type of Clearance: None
Departure Time: 0900 EDT
Type of Airspace: Class G

Airport Information

Airport: RANDALL (06N)
Runway Surface Type: Asphalt
Airport Elevation: 522 ft
Runway Surface Condition: Unknown
Runway Used: 26
IFR Approach: None
Runway Length/Width: 2811 ft / 60 ft
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 Fatal, 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal, 1 Serious
Latitude, Longitude: 41.426111, -74.403889

The airplane impacted a row of trees and rocky terrain at the edge of a field about 1/2 mile from the departure end of the runway and about 300 ft to the left of the extended runway centerline. The airplane came to rest in a near-vertical nose-down attitude with the wings oriented on a magnetic heading of about 250°. Several tree branches were broken directly above the airplane, and no ground scars led toward or away from the main wreckage. The damage to the tree branches in the surrounding area was not consistent with rotating propeller strikes.

Examination of the wreckage revealed that all major components of the airplane were present at the accident site. The nose section and engine were partially separated from the fuselage and displaced to the right and aft. Both wings had leading edge crush damage along their span. The empennage was bent about 40° to the left and aft of the baggage area. The rudder, elevator, and horizontal and vertical stabilizers were mostly intact. Flight control continuity was established from the ailerons and elevator to the rear seat control stick. The elevator moved freely; both ailerons moved with some binding. The main control tube was separated due to fracture between the front and rear control sticks, consistent with bending overload. Flight control continuity was also established from the rudder cables to both rear seat rudder pedals, through a recovery cut in the attachment bracket on the right pedal. All cable ends remained intact. The rudder moved in both directions with some binding.

The fuel tank, firewall, and engine cowling were damaged by impact. Indentations (in the aft direction) in the crankcase nose seal area, directly behind the propeller mounting bolt nuts, were consistent with the size and shape of nuts. The indentations did not exhibit any rotational signatures. Both propeller blades were fractured and splintered in several pieces. One blade was fractured in the aft direction near the root. The other blade had one dent in the metal leading edge about 4 inches from the tip. The spinner was crushed aft with no rotational damage. The magneto switch was in the "both" position, and the fuel control lever was in the "on" position. The fuel valve outlet fitting was separated from the valve due to fracture.

The throttle linkage remained attached at the carburetor. The carburetor heat knob was in the "cold" position. The carburetor heat control cable remained attached to the air intake assembly. The air filter was damaged and unobstructed. The carburetor screen was unobstructed. No fuel was present in the carburetor bowl. The float assembly was intact, and the inlet needle valve functioned normally. Because the carburetor inlet fitting was cracked, during postaccident testing, the carburetor bowl was filled with water. With the carburetor upright and the bowl full, no water leaked out of the broken inlet fitting. When the bowl was about ¾ full, the floats lowered, and water flowed through the inlet fitting.

The fuel tank was crushed and was punctured and torn in several locations. No fuel was present in the tank. The fuel tank outlet fitting was fractured and separated from the tank. The gascolator drain was closed, the inlet fitting was fractured, and the screen was unobstructed. No fuel was present in the gascolator or its outlet fuel line.

Examination of the engine and airframe found no preimpact anomalies that would have precluded normal operation.

The rear seat shoulder harness anchor was found separated from the airframe tubes to which it was clamped. The anchor components were intact, but the upper bracket was bent upward on both sides. Examination of the anchor components revealed sliding marks on the brackets consistent with sliding forward asymmetrically along the airframe tubes, which were oriented triangularly such that they were farther apart looking forward. The harness buckle attachment arms that connected the two shoulder harness straps to the buckle were bent. The right harness buckle arm was bent more than the left harness buckle arm, consistent with asymmetrical loading. The webbing components and stitching of the shoulder harness remained intact. The center bolt, which clamped the brackets together, was found installed upside down (with the bolt head facing up instead of the nut facing up) and, according to the installation specifications, was missing a washer.

The front seat left-side lap belt webbing was separated in two places near its attach point. Examination of the fracture surfaces revealed damage consistent with overload. 

Medical And Pathological Information

The Office of the Medical Examiner, County of Orange, Goshen, New York, performed an autopsy of the pilot. The pilot's cause of death was blunt force injuries, including to the head and torso. Toxicology testing performed at the FAA Forensic Sciences Laboratory was negative for drugs, ethanol, and carbon monoxide.