Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Miramar, Florida
Continental Aerospace Technologies; Mobile, Alabama
Textron Aviation; Wichita, Kansas
Location: Pembroke Pines, FL
Accident Number: ERA21FA154
Date & Time: March 15, 2021, 14:59 Local
Registration: N236BC
Aircraft: Beech B36TC
Injuries: 3 Fatal, 1 Serious
Flight Conducted Under: Part 91: General aviation - Personal
On March 15, 2021, about 1459 eastern daylight time, a Beech B36TC, N236BC, was destroyed when it collided with a vehicle and the ground after takeoff from North Perry Airport (HWO), Pembroke Pines, Florida. The private pilot and pilot-rated passenger in the airplane and a passenger in the vehicle were fatally injured. The driver of the vehicle sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
A witness at HWO reported that he heard an engine run-up being performed near taxiway Bravo before the airplane’s departure. He stated that the engine was sputtering, “like rough idle.” He heard cycling of the propeller “a few times” and the engine backfired when power was increased during each sequence. He further reported that the engine rpm sounded “…high, very high. From low to full rpm repeatedly which was more than a normal run-up. He was doing it fast.” The witness did not observe the airplane’s takeoff.
According to recorded air traffic control communications, the airplane was cleared for takeoff from runway 10L and the pilot was instructed to enter the left downwind leg of the traffic pattern, which was acknowledged. There were no distress calls received from the airplane during the flight.
A pilot-rated witness who was located about 775 ft and 307° from the departure end of runway 10L reported that he observed the airplane in a very low climb at a “very slow rate.” He attributed the takeoff to be a soft field takeoff. The witness had diverted his attention when he heard the airplane suddenly experience a total loss of engine power, adding that it “failed completely.” At that time the airplane was about 100 to 200 ft past the departure end of the runway and at an altitude “definitely lower than 300 ft above ground level.” The airplane remained at the same attitude for 1 to 2 seconds, then started a “gentle” right bank while maintaining same pitch attitude. The airplane then “stalled,” spun, and pitched nose down. He heard a bang sound and noted an explosion.
Several video recordings located around the accident site captured the impact sequence. One of the videos revealed the airplane’s right wing impacted the ground while nearly simultaneously impacting the side of the vehicle. The engine separated during the impacted sequence and a postcrash fire began about 2 seconds after the right wing contacted the ground.
The airplane was recovered and retained for further examination.
Aircraft and Owner/Operator Information
Aircraft Make: Beech
Registration: N236BC
Model/Series: B36TC NO SERIES
Aircraft Category: Airplane
Amateur Built: No
Operator: On file
Operating Certificate(s) Held: None
Operator Designator Code:
Meteorological Information and Flight Plan
Conditions at Accident Site: VMC
Condition of Light: Day
Observation Facility, Elevation: HWO,9 ft msl
Observation Time: 14:53 Local
Distance from Accident Site: 0.52 Nautical Miles
Temperature/Dew Point: 27°C /16°C
Lowest Cloud Condition: Few / 3900 ft AGL
Wind Speed/Gusts, Direction: 10 knots / , 100°
Lowest Ceiling: None
Visibility: 10 miles
Altimeter Setting: 30.12 inches Hg
Type of Flight Plan Filed: None
Departure Point: Pembroke Pines, FL
Destination: Pembroke Pines, FL
Wreckage and Impact Information
Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal
Aircraft Fire: On-ground
Ground Injuries: 1 Fatal, 1 Serious
Aircraft Explosion: On-ground
Total Injuries: 3 Fatal, 1 Serious
Latitude, Longitude: 25.998414,-80.231454
Those who may have information that might be relevant to the National Transportation Safety Board (NTSB) investigation may contact them by email witness@ntsb.gov, and any friends and family who want to contact investigators about the accident should email assistance@ntsb.gov. You can also call the NTSB Response Operations Center at 844-373-9922 or 202-314-6290.
Megan Bishop was driving with her 4-year-old son Taylor on a residential road next to the North Perry Airport in Pembroke Pines one afternoon last March when a single-engine airplane suddenly dropped out of the sky soon after takeoff and broadsided her SUV. The crash killed the two men who were aboard, both of them licensed pilots. Bishop escaped her vehicle with a severe facial laceration, broken ribs, and a cracked spine. But her son became trapped in the wreckage. He was pulled out by first responders and taken to Memorial Regional Hospital, where he died less than an hour after the accident.
More than four months have passed, but the grieving mother “constantly lives with violent images of Taylor Bishop’s traumatic death.” She has described her memory of the day as “living in a nightmare.” Last month she filed a wrongful-death lawsuit in Broward County court against the pilots' estates and a group of defendants who had allegedly inspected or serviced the plane, a Beech Bonanza aircraft, which documents obtained by New Times reveal had been purchased from an owner in South Africa in late 2020.
The lawsuit claims the plane should have been grounded in light of mechanical problems it exhibited before the March 15 flight and raises the larger question of whether there ought to be more oversight in the private aircraft-resale industry.
"The general-aviation market space — sometimes it has a tendency of becoming the Wild, Wild West," says a Broward County pilot who works at the North Perry Airport and spoke to New Times on the condition that his name not be published, for fear of repercussions on his aviation business.
"People hide behind certifications, and the minute that an airplane is handed over to the eventual end user, you're done and it's hands-off," the pilot says. "It's like a used-car dealership. Get an airplane, patch it up, and resell it."
A lack of oversight of general-aviation aircraft maintenance and assembly is accompanied by a disproportionately high rate of crashes among private planes versus commercial airliners: The fatal-accident rate for general aviation has hovered around 1 per 100,000 flight hours in recent years, while commercial airliners have racked up millions of flight hours without a fatal incident.
As for the Beech Bonanza, the unnamed North Perry pilot says it was shipped from South Africa and reassembled upon arrival in South Florida. Though the plane underwent an airworthiness certification process in order to fly in the United States, he believes regulators need to scrutinize the private aircraft-resale industry more closely, saying that it's not uncommon for plane buildouts and maintenance to be rushed when an aircraft is going up for sale.
Documents obtained by New Times show that the Beech Bonanza plane went through its airworthiness certification process only a few weeks before the crash. The mandatory process, which involved inspections and a review of the plane's maintenance history, concluded on March 6, nine days before the accident.
The National Transportation Safety Board, whose investigation into the crash is still underway, released a preliminary report noting that the Beech Bonanza's engine was backfiring on March 15 during the preflight runup, a procedure pilots run through to ensure all is right with their engines before takeoff. One witness said the engine was "sputtering" on the taxiway.
"He heard cycling of the propeller 'a few times' and the engine backfired when power was increased during each sequence," the NTSB report states.
Bishop's attorney, Nicole Martell of DiPietro Partners, claims that because the plane was showing signs of engine trouble at the airport on March 15, it should never have been allowed to take off. The attorney suspects mechanical problems with the plane were already evident six days before the crash — when, she says, a post-certification flight was quickly terminated.
Pilot Yaacov Nahom, whose company FL Eagle Aviation owned the plane (along with several others), died in the crash alongside Grant Hustad, Jr., also a registered pilot. Nahom was in the primary pilot's seat while Hustad was in the first officer's seat to Nahom's right, according to the court records. The unnamed North Perry pilot says Nahom was in the business of buying and reselling planes, and that the team of mechanics who worked for him was known at the airport as a "Band-Aid crew" for their stock-in-trade: quickly patching up aircraft for resale.
FAA records show that both Nahom and Hustad were experienced pilots. Hustad, 71, had a commercial pilot license that was issued in 2012; Nahom, 63, was registered as a private pilot; his license dated back to 2017. In the aftermath of the crash, a Minnesota publisher who'd flown with Hustad told the St. Paul Pioneer Press that Hustad was an “extremely careful pilot."
Bishop's lawsuit lists Ryan Bivens, Patrick Coulton, and Charles Mente as additional defendants. Bivens was a Federal Aviation Administration designee who signed off on the Beech Bonanza's airworthiness certificate. (Designees are not FAA employees but are authorized to issue airworthiness certificates on the agency's behalf.)
Reached on the phone by New Times, Bivens explained that his work on the aircraft was procedural, largely limited to a conformity inspection to ensure the aircraft met "type-design" — meaning, for example, that the plane was equipped with the proper propeller and parts. Ensuring the integrity of its mechanical aspects was not his responsibility, he said.
New Times could not reach Coulton or Mente through employers listed on their professional profiles. Coulton also did not respond to a request for comment via a social-media account he maintains. The two are listed in FAA documents as technicians who worked on the plane.
Orlando-based pilot and attorney Guy Haggard tells New Times the investigation into the crash is in its early stages and could take more than a year to be completed. He cautions that the engine backfiring on the taxiway was not necessarily an indication of imminent disaster.
"Sometimes when you test the magnetos, you can get an engine backfire or a rough engine because there is carbon buildup on the spark plugs," explained Haggard, who is not involved in the lawsuit or the NTSB inquiry.
Haggard added that NTSB investigators will likely be looking into the March 9 flight records to see what, if any, mechanical problems surfaced that day.
In a separate court case, Endurance Assurance, Nahom's insurer, contends it has no obligation to cover Bishop's claim over the accident because the Beech Bonanza was not one of the planes listed in Nahom's insurance policy, which offers $1 million in liability coverage, with a $100,000 limit for each passenger.
According to the Dallas Business Journal, Florida has no general law that requires private aircraft operators to maintain liability insurance.
The case is pending in the Southern District of Florida.
"This is an unimaginable tragedy. Ms. Bishop, with the support of her family, has taken time to focus on her healing and treasure Taylor's memory," says Martell, Bishop's attorney. "He was a sweet, funny, and smart boy. And he had an incredible family behind him."
Grant Hustad, 71 of Fort Lauderdale, Florida
Yaacov Nahom, 63 of Davie, Florida
The two men who died in a plane crash in Pembroke Pines Monday were owners of an aviation business in North Perry, and one customer spoke to NBC 6 about how shocked he was to hear the news.
The crash took place in the afternoon Monday when 63-year-old Yaacov Nahom and 71-year-old Grant Hustad flew into an SUV not far from North Perry Airport, fatally injuring 4-year-old Taylor Bishop.
"He was a very cool guy," realtor Saul Suarez said of Hustad. The two had flown together when Suarez was looking into purchasing an aircraft. "He was always polite, always kind."
The Beechcraft B36TC Bonanza had just taken off from North Perry and was returning to the airport after possibly experiencing mechanical issues, officials said.
A neighbor's Ring door camera recorded the crash, showing the plane nose-diving into the SUV driven by Taylor's mother, Megan Bishop.
Suarez says his girlfriend first told him about the crash. “At the time their names were not released, but I did do a little bit of research, and I realized this was one of Grant’s airplanes for sale. That’s when everything clicked,” he said.
“My original reaction was disbelief. It took me a couple of hours for the news to sink in," Suarez continued. "I even called his cell phone and I got his voice mail. Even now, I’m in shock that it happened."
Some residents near North Perry are calling for changes as drastic as shutting down the airport due to what the County confirmed were 14 accidents over the last 5 years.
Randy Migdalski, President of Pines Village Group Incorporated, said that "The airport itself, I feel, is safer than what’s out on the street as far as tragedy. The residents in Pines Village all embrace the airport.”
Migdalski represents 1,800 homeowners who live in the area east of North Perry Airport.
Broward County Mayor Steve Geller told NBC 6 that the airport itself isn’t at fault for any of these incidents, and that the accident rate for North Perry is on overage with road airports across Florida.
It will be months before the Federal Aviation Administration and National Transportation Safety Board has the final report on what happened in Monday’s tragedy.
Yaakov NACHUM
October 13, 1957 – March 15, 2021
Yaakov NACHUM was born on October 13, 1957 and passed away on March 15, 2021 and is under the care of Riverside Gordon Memorial Chapels. Graveside will be held on March 17, 2021 at 2:00 pm at Beth el, Griffen Road, Hollywood, Florida.
RIP
ReplyDeleteAct of fate, truly horrible and unfortunate.
DeleteEl Malei Rachamim
Deleteאֵל מָלֵא רַחֲמִים
Please God grant rest to the souls of Mssrs. Nahom and Hustad.
Shalom
Crash was just outside the East fence. The suv that "collided with the plane" was actually struck in the side by the aircraft.
ReplyDeletehttps://youtu.be/GcroiQvi14A
So tragic. The people in the Bonanza had no chance but that SUV... just a few seconds earlier on leaving would have not been hit. The only thing I can say about this is that with the increased home security cameras out there, more of these types of crashes in populated areas are caught on video helping out the investigators.
ReplyDeleteAfter looking closer at the impact photo into the SUV, just a fraction of a second may have saved that poor boy's life. That impact of the nose looks direct into the front passenger side door where he was sitting. So horribly tragic for both families, but the death of a child in such a freak timing of an accident is just hard to comprehend.
DeleteThe people in the Bonanza had EVERY CHANCE...The plane was out of control before it enters the frame and smashes the SUV...That was just bad bad luck. But sadder still...The pilot had every opportunity to run this situation the way we train for it and he didn't.
Delete^^The aircraft was out of control because it had hit power lines prior to the frame. You can see damage to the left wing at least and both the left and right horizontal stabilizer before it impacted the SUV. They tried to make the fence to the grass on the other side of the road on airport property and likely would have made it had they had just a little more airspeed and altitude. They came close. The only other option would have been to put it down on one of those neighborhood streets and who knows, maybe there were other cars, kids playing they saw? Don't just speculate the pilot DIDN'T do what we've been trained to do. Especially since he's no longer around to defend himself. Please have some respect as a fellow aviator for a fellow fallen aviator (both of them).
DeleteThe aircraft was out of control because they attempted to turn back to the airport and, predictably, ran out of energy. The loss of an engine on takeoff is taught over and over and over. Do NOT turn back to the airport. Period.
DeleteYup. Not only did this man kill himself, but he killed his passenger and a poor child in the SUV. All because he was trying to be a hero.
DeleteDon't know how a pilot who goes through training would suddenly believe traveling near stall speed could turn. If the pilot was alive he should be charged with negligent homicide.
DeleteTotal tragedy. Bad enough when we accept the risk of flight and die, but so much more so when someone on the ground perishes especially a child.
ReplyDeleteA tragedy indeed as that video shows the definition of being at the wrong place at the wrong time simply by chance. How awful, though seems lucky that the SUV avoided being set alight by the dispersed fuel which likely would have resulted in fatalities for both vehicle occupants. Condolences to friends, family and loved ones of those affected.
ReplyDeleteKhwo doesn’t have any place to land on their calm wind runway, RNY 10 when there’s an engine out. There are simply houses between the runway and the Atlantic ocean
ReplyDeleteThere have been proximately three fatalities in different accidents in the last three months.
A tragic event, of course. The video is amazing. You can hear the airplane going through the palm tree. In the few frames until the airplane slides out of sight, you see fuel clouds trailing from the tanks. The airplane actually knocked the SUV away from where the flames would have come. There's a lot to study here. I don't think I heard an airplane engine under power though.
ReplyDeletePropeller is shown in video below at 53 seconds. Appearance suggests that the engine was not under power at impact.
Deletehttps://youtu.be/ZlX312-793k?t=53
That's a good observation, and it also looks like a streak/quantity of oil is displayed across the tail, indicating a massive failure at the absolute worst time.
DeleteRIP to the families.
No oil streak on the tail - you are seeing the paint trim stripe.
Deletevery interesting descent march 9 flight
ReplyDeletehttps://flightaware.com/live/flight/N236BC/history/20210309/2055Z/KHWO/KHWO
I agree. I am pretty sure it shows a loss of power on 2 occasions, unless there was a runway change at KWO on final approach.
DeleteAccording to Flightaware, he was more than 10 miles from the airport when he turned around. I wonder if he pulled out the prop control? Pulling the prop on a windmilling engine can increase your glide range by about 30% (I’ve measured it & others report the same).
DeleteYou are looking at the wrong day. The flight you see listed on Flightaware
Deleteis for a flight on March 9th NOT March 15th. Never got high enough on the 15th to start an ADS-B track.
This plane is listed on trade-a-plane as an import from SA. 357 TTAF on a 1996 motor???? Top Overhaul in 2011 on 357 total hours why does this feel like another corrosion induced spun bearing seize up avoidable disaster. Who would fly behind a 25 year old motor with 357 hrs on it? 14 hrs a year average I spend more time than that taxiing every year. If GA doesn't stop this we're going to end up with Part 135 maintenance requirements for Part 91 aircraft and then none of us will be able to afford to fly. I pray I'm wrong here but new paint, new interior, 299k asking price with a 25 year old low time original motor.......
ReplyDeleteI've got an IO540 that has 800 since a 1987 overhaul. Will it make tbo? Probably not. Am I tempting fate? Probably not. But then again I'm in the Midwest, not in a salt spray environment. I think something else that needs to be looked at is the pilot. Plane obviously had fuel, but how familiar were they with the aircraft? It was for sale. How many hours in type?
DeleteLot to look at here, very unfortunate for the deceased. Engine age means nothing if it has been maintained, seals/gaskets will dry up and start leaking in most cases. Notice right wing bolts didn't break at such a huge impact, goes to show how strong they really are. Once you lose your airspeed in a Bonanza or similar type aircraft forget about any kind of soft landing.
DeletePhotos of engine laying in the grass show no fire exposure and all six jugs still in place. Evaluation of the engine will be able to examine for corrosion of internals, spun bearings, etc.
DeleteI've got news for you, that 1987 engine already is past TBO. WELL past TBO. Like going on 14 years past TBO. TBO isn't only the number of hours on the engine.
DeleteYour right:Aircraft components time out.Such as a vacuum pump/turbocharger.The engine itself, corrosion damage, by not being flown enough hours per month.
Deletehttps://people.com/human-interest/4-year-old-boy-identified-as-among-those-killed-after-plane-crashed-into-car/
ReplyDeleteRIP Taylor Bishop. My heart goes out to his Mom. I hope that someday she can find peace.
Original N-NUMBER was N1088A, A/C exported to SA and registered as ZS-NUD
ReplyDeletehttps://www.airport-data.com/aircraft/photo/000845268.html
Owner reserved original N number.
N-NUMBER ENTERED: 1088A
RESERVED N-NUMBER
Type Reservation Fee Paid
Mode S Code 50022735
Reserved Date 09/11/2020
Reserving Party Name FL EAGLE AVIATION INC
N236BC does not show a current airworthiness certificate. A new US Certificate of Airworthiness would have been required, or a ferry permit for this and the previous flight.
Serial Number EA588 Status Valid
Manufacturer Name BEECH Certificate Issue Date None
Model B36TC Expiration Date None
Type Aircraft Fixed Wing Single-Engine Type Engine Reciprocating
Pending Number Change None Dealer Yes
A/W Date None Exception Code No
Reservation N236BC is valid according to FAA Registry.
DeleteFAA
"If the status shown is Valid, the name of the registered owner is correct, and the registration address is current, then the aircraft is properly registered."
https://www.faa.gov/licenses_certificates/aircraft_certification/aircraft_registry/registration_status/
Yep, it is registered, but has no airworthiness certificate in the database. The FAA or a DAR must issue a US certificate of airworthiness on an imported aircraft or it must fly on a special airworthiness certificate, a ferry permit is one such special certificate. One may have been issued, but it did not get entered in the record. https://web.archive.org/web/20210316142116/https%3A%2F%2Fwww.trade-a-plane.com%2Fsearch%3Fcategory_level1%3DSingle%2BEngine%2BPiston%26make%3DBEECHCRAFT%26model%3DB36TC%2BBONANZA%26listing_id%3D2391881%26s-type%3Daircraft
DeleteGrant was the broker of the aircraft in the TAP ad.
a storied history: "For both Beechcraft and the flying public the airplane was well named, as it's been a Bonanza for both." by Budd Davisson, Plane and Pilot, February, 2001
ReplyDeletehttp://www.airbum.com/articles/ArticleBonanzaGuide.html
https://web.archive.org/web/20210120005641/http://www.internationalserv.com/
ReplyDeleteGrant was a highly experienced pilot according to his website.
John Schreiber, are you the fellow who repairs hydraulic cylinders on cars etc? If so I remember you from about 10 years ago.
DeleteThe "impossible turn" which, predictably, resulted in a stall / spin. The correct decision -- which is taught over and over and over -- is to land straight ahead. Anything is a better outcome than a stall / spin.
ReplyDeleteCORRECT
DeleteWas it really the impossible turn stall/spin scenario, or short on glide distance after getting turned around?
DeleteThe pilots knew their altitude, speed and location when the turn back decision was made. Every departure out of KHWO has to plan a decision point for turning back vs. testing your skill to not replicate N7677C's crash into homes.
Can't judge their decision circumstances fairly without ADS-B data or a radar plot of what transpired between the departure runway called out in the LiveAtc recording and what is visible in the Ring crash video.
THE “IMPOSSIBLE TURN” IS POSSIBLE IN THE RIGHT CIRCUMSTANCES WITH A PILOT WHO HAS PRACTICED THE MANUEVER. written MAY 29, 2019 BY JANICE WOOD in General Aviation News.
Delete"Captain Brian Schiff, who presented the webinar on the controversial topic of returning to the departure runway following an engine failure soon after takeoff.
.... He adds that practicing the maneuver at altitude is critical.
“The first time I did it, it was not pretty,” he admits. “The second time was a little better and after I did it up to a dozen times, I nailed it. I got it down to the point where I knew exactly how much altitude it was going to take to cover that much ground. Granted, that was under certain conditions, so that’s why I added a little bit of a fudge factor to cover those differences so that I know that, if at this point I lose an engine, I can make it back to the runway.”
While pleased that the FAA has come around to their way of thinking, the Schiffs are concerned that the agency has not released any guidance for flight instructors on teaching the maneuver.
“I suggested at the end of my webinar that the FAA put together an ad hoc committee of industry experts and the best flight instructors to come up with the best way to teach this because it can be a very dangerous maneuver if taught incorrectly,” he said."
I know an instructor who swore up and down you could do it from 200 feet. Guess how he died...
DeleteNot something to try in your Bonanza, but here is turning demo from 200 feet in a carbon cub:
Deletehttps://youtu.be/08LlVNphg2o?t=145
This was not a turn soon after takeoff. If you look at the flightaware track they were in the air for 20 minutes and made it more than 20 miles to the west before turning back east. They were at 1000 ft and going over 100mph 40 seconds before the crash. I appears to be an engine failure at some point on the return from the west. Looks like they tried to extend the glide and came up 200 ft short of making the fence.
Deletewrong day. That flight was on the 9th. If you listen to ATC on the 15th, including ground tapes, My estimate is the aircraft was airborne for 1 minute and 4 seconds. This is based on N236BC cleared for departure, and Airport closed. The aircraft never was high enough to start an ADS-B flight track.
DeleteI take it that the pilot made the best choice under the circumstances. Gliding head-on into a house isn't much better.
ReplyDeleteAn airplane under control is a much better option than a stall spin.
Delete[made the best choice...] except that he chose to take off after a bad run-up with a backfiring engine!
DeleteLook on Google Maps, he had nothing in front of him for quite awhile, he didn't make a good choice, he made a terrible choice, one that arguably killed three people because he seemingly skipped his training not to mention physics class.
DeleteAs a pilot you should always have an out on take-off for when the engine does fail. Google maps shows he could have landed almost straight ahead on the road. There would in all likely hood have been property damage, def aeroplane damage and maybe some injuries to him and his passenger. That's what should have been in any half decent pilots head before take-off as that is the only option from 10L when you have engine failure.
DeleteAgree, always have an out or plan B, even a plan C. An engine sputtering during a Run up is an indicator, a sign that something may be wrong. Your Final chance to decide to Go or No Go! The Killer of so many GA Pilots may be the Mis-Understanding of Aircraft specific Airspeeds that must be met in order to keep the aircraft flying and how turns very quickly bleed off airspeed vs. the lift that keeps it in the air. In critical situations, Loss of Lift = Loss of Altitude = likely Loss of Life at Low Altitudes! In these situations, All Airplanes drop like a Rock! Our Prayers go out to all of those who have died trusting the Physics of Flight, in all Aviation accidents over the History of Flight!
DeleteTruly horrific for all involved. Especially the family of the child.
ReplyDeleteThere was an overloaded DC-3 that lost an engine at KFXE (just up the road from KHWO). They couldn't maintain altitude, and put it down on a neighborhood street in Ft. Lauderdale. Sheared the wings off, but nobody hurt - the crew walked away. It's all about maintaining control. The 'startle factor' in losing an engine, especially on departure is what does in so many pilots. If the nose is not aggressively pushed down - from a climbing attitude to gliding - you will run out of airspeed in seconds, stall and lose control.
ReplyDeletePhotos of that one:
Deletehttps://www.cbsnews.com/pictures/plane-crashes-on-street/
Report:
https://app.ntsb.gov/pdfgenerator/ReportGeneratorFile.ashx?EventID=20050621X00818&AKey=1&RType=Final&IType=FA
GODS Hand! or Shear Luck!...50 feet either side total disaster for the neighborhood and anyone in the way
DeleteUmm, neither - it was a very, very skilled (and cool-headed) pilot
DeletePilot had to have skill to make up for maintenance shortcoming and no weight and balance sheet for the granite load on board.
DeleteWould not have crashed if the front engine dome had not popped loose right after being worked on. Pilot did a portion of the dome/prop work himself on his A&P. Interesting report.
It was not overloaded.
DeleteI'll give you a little bit on that a lot "SKLUCK"!...they got lucky that.that thing fit down the middle of the street! I'm sure he does not want to go "two for two" on it! either do the neighbors!
DeleteVery sad.. This could’ve been avoided , it appears landing gear is stowed good move. I’ve done many approaches to this runway. I’m thinking could be wrong . But pilots had possibly little time type of aircraft . Loss of power in this aircraft you better look for a place to land immediately ! Not a glider. This is why I’m thinking low time in type. Should have never try to make airport runway. Controlled crash landing would have been the way to go. Ive thought us time and time again . I have personally experienced loss of power immediately after takeoff and on approach to landing on three occasions. All three occurrences clearly were successful or I wouldn’t be writing this. No matter how you look at it it’s a tough call. Looking at aerial view pilots would’ve been better off putting it down in the street . Might’ve could’ve had a better outcome. As stated in above post DC 3 In the street. Pilots should always be ready for this type of situation to unfold . God bless all touched by this .
ReplyDeleteThat was a Super DC3 (Navy version R4D-8)(C117) redesigned wings and tail, longer fuselage. You can see the wing tips are square and the tail is taller and more square.
ReplyDeleteSome crashes occur after maintenance. The shipping container importation process included reassembly and test flights.
ReplyDeleteLogbook review and mechanic interviews should pick up any ongoing issues that were being worked on. Neither pilot had a mechanic certificate. The mechanic who did the work certainly knows whether there were unresolved issues still being pursued.
The report for B36TC N113TM post-maintenance power loss is of interest. Operation of the two-speed aux fuel pump in response to presumed fuel delivery issues can contribute to power loss if done incorrectly.
https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/92698/pdf
Random question but did they use a Jewish Crime scene investigator because one of or both occupants were Jewish?
ReplyDeleteChesed Shel Emes cleans up scenes of tragic fatalities and ensures proper Kavod Hamet is given ... honoring the dead. Yaakov Nachum was an Israeli businessman. Nachum, originally from Jerusalem, moved to Miami 30 years ago.
DeleteThanks for the Info, is that something that the family requests? or how does that work?
DeleteMay God bless you and your family during this trying time.
DeleteOur hearts and prayers go out to you and your family during this difficult time. May God wrap his loving arms around the family in the days to come and fill the void in your lives.
ReplyDeleteAfter reading this tragic crash story a week later, it is deeply disturbing there are some calls to shut their airport down. However one thing is equally disturbing: 14 crashes in 5 years. That is way too high for the volume of traffic there. My former home base of Dekalb-Peachtree in north Atlanta (PDK) is whole lot busier in GA and corporate traffic (and contracted military including fighter stops) and doesn't have near this accident/incident rate. What is wrong here?
ReplyDeleteThe airport in use would not be expected to contribute to loss of power incidents if no common cause is identified, such as a bad mechanic or contaminated fuel.
DeleteReported aircraft operations for PDK averaged 442/day for 2019 (per Airnav), while KHWO reported 778/day average for 2019, 575 for 2020.
https://www.broward.org/NorthPerryAirport/AboutUs/Documents/HWO_airportoperationstrafficcount2019-2020.pdf
For those who haven't researched, here is a 5 year list of NTSB reports in CAROL for KHWO, Feb 2016 to present (oldest to newest):
ERA16LA111 C152 Engine out/off-field/minor inj/pvt
ERA16LA230 PA28 Water in fuel/1000' past 10R/minor inj/pvt
ERA16LA231 C172 Engine out/on-field/no inj/pvt
GAA16CA360 C172 LOC landing/on-field/no inj/school
GAA17CA111 C172 Hard landing/on-field/no inj/school
GAA18CA427 C152 LOC landing/on-field/minor inj/school
GAA19CA190 C172 Taxi collide/on-field/no inj/school
GAA19CA488 C152 LOC landing/on-field/no inj/school
GAA19CA581 C152 Hard landing/on-field/no inj/school
GAA20CA067 C172 LOC landing/on-field/no inj/school
ERA20CA146 C172 Stall, T&G/on-field/no inj/school
ERA20LA177 PA34 Twin/eng out/off-field/fatal inj/school
ERA20CA225 C152 LOC landing/on-field/no inj/school
ERA21LA052 Lancair T.O. turn back/on-field/fatal inj/pvt
ERA21LA059 PA38 Engine out/on-field/no inj/school
ERA21LA080 Socata Engine out/off-field/serious inj/pvt
ERA21LA103 Ultralight T.O. turn back/on-field/no inj/pvt
ERA21----- This B36TC T.O. turn back/off-field/fatal inj/pvt
No place to land after takeoff on the field’s most often used runway 10 -if you experience an engine out upon takeoff
ReplyDeleteNTSB preliminary is out.
ReplyDeleteSputtering engine and backfiring during run-up check should have sent them back to the hangar.
https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/102757/pdf
Really unfortunate. Most of the time engines will whisper warnings to you before there is a failure, in this case it was apparently screaming.
DeleteAlso, yet another example that the first thing to do when confronted with a power failure on takeoff is to actively PUSH the nose down, from climbing to gliding attitude. Very sad.
"Plugs are just a bit dirty, they'll clean up under a load."
ReplyDeleteFlight recorder would be interesting. So close to the fence and seemingly from a steep angle, I suspect a flight path that didn't stall could well have carried it to the airport for a safe landing. But I assume other imperfections occurred prior as well. Always have a plan for engine failure adn know your plane's stall characteristic and avoid them. Don't fly a plane with near zero climb.
ReplyDeleteI love all the impossible turn comments. This accident happened at run up.. the engine reportedly wasn’t running well, misfiring, etc. the pilots chose to go anyway. At that point it was an accident looking for a place to happen. As pilots we accept the risks associated with flying. Civilians on the ground should not have to. My condolences to the family of those in the SUV. An innocent life lost as it was just beginning.
ReplyDelete