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Crash of a Piper PA-46-310P Malibu in Poughkeepsie

Date & Time: Jul 19, 2019 at 1440 LT
Operator:
Registration:
N811SK
Flight Type:
Survivors:
Yes
Schedule:
Akron – Pawtucket
MSN:
46-8508046
YOM:
1985
Crew on board:
1
Crew fatalities:
Pax on board:
3
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
1300
Captain / Total hours on type:
300.00
Aircraft flight hours:
2641
Circumstances:
The pilot was in cruise flight at an altitude of 19,000 feet mean sea level (msl) for about 1 hour and 10 minutes on an easterly heading when he requested a diversion from his filed destination to an airport along his route of flight to utilize a restroom. Two miles west of his amended destination at 12,000 ft msl, the pilot advised the controller that he had a “fuel emergency light" and wanted to expedite the approach. The controller acknowledged the low fuel warning and cleared the airplane to descend from its assigned altitude. Instead of conducting the descent over the airport, the airplane continued its easterly heading past the airport for nearly 8 miles before reversing course. After reversing course, instead of assuming a direct heading back to the airport, the pilot assumed a parallel reciprocal track and didn’t turn for the airport until the airplane intercepted the extended centerline of the landing runway. The pilot informed the controller that he was unable to make it to the airport and performed a forced landing less than 1 mile from the landing runway. Both fuel tanks were breached during the accident sequence, and detailed postaccident inspections of the airplane’s fuel system revealed no leaks in either the supply or return sides of the system. A computer tomography scan and flow-testing of the engine-driven fuel pump revealed no leaks or evidence of fuel leakage. The engine ran successfully in a test cell. Data recovered from an engine and fuel monitoring system revealed that, during the two flights before the accident flight, the reduction in fuel quantity was consistent with the fuel consumption rates depicted at the respective power settings (climb, cruise, etc). During the accident flight, the reduction in fuel quantity was consistent with the indicated fuel flow throughout the climb; however, the fuel quantity continued to reduce at a rate consistent with a climb power setting even after engine power was reduced, and the fuel flow indicated a rate consistent with a cruise engine power setting. The data also showed that the indicated fuel quantity in the left and right tanks reached 0 gallons within about 10 minutes of each other, and shortly before the accident. Given this information, it is likely that the engine lost power due to an exhaustion of the available fuel supply; however, based on available data and findings of the fuel system and component examinations, the disparate rates of indicated fuel flow and fuel quantity reduction could not be explained.
Probable cause:
A total loss of engine power due to fuel exhaustion as the result of a higher-than-expected fuel quantity reduction. Contributing was the pilot’s continued flight away from his selected precautionary landing site after identification of a fuel emergency, which resulted in inadequate altitude and glide distance available to complete a successful forced landing.
Final Report:

Crash of a Piper PA-61P Aerostar (Ted Smith 601) in Northampton

Date & Time: Sep 7, 2000 at 0755 LT
Registration:
N601WK
Flight Phase:
Flight Type:
Survivors:
Yes
Schedule:
Northampton – Poughkeepsie
MSN:
61-0792-8063404
YOM:
1980
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
4280
Captain / Total hours on type:
2641.00
Aircraft flight hours:
3595
Circumstances:
The airport consisted of a single runway oriented on a heading of 140/320 degrees. A taxiway oriented on a 120 degree heading intersected the runway at its midpoint. The pilot reported that the visibility was 500-1,000 feet with fog at the time of departure. Before he took off, the pilot asked his passenger to walk the length of the runway to observe any obstructions, due to the reduced visibility. The pilot then taxied to the run-up pad, set the heading of his HSI to 120 degrees, and initiated the takeoff. When the airspeed reached 80 knots, the pilot realized he had initiated the takeoff on the taxiway instead of the runway. He aborted the takeoff and attempted to maneuver the airplane to the runway. The airplane crossed the runway, impacted a tree, and came to rest upright in a cornfield. The weather reported at the time of the accident at an airport 9 miles away was: wind from 320 degrees at 2 knots; visibility 1/16 mile with fog; sky partially obscured; ceiling 200 feet overcast.
Probable cause:
The pilot's improper preflight planning which resulted in an attempted takeoff from a taxiway. A factor in the accident was the fog.
Final Report:

Crash of a Cessna S550 Citation II in Poughkeepsie

Date & Time: Feb 27, 1989 at 0808 LT
Type of aircraft:
Operator:
Registration:
N29X
Flight Type:
Survivors:
Yes
Schedule:
White Plains - Poughkeepsie
MSN:
550-0096
YOM:
1986
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
6135
Captain / Total hours on type:
635.00
Aircraft flight hours:
703
Circumstances:
Witnesses reported aircraft was high during approach and landed nosewheel 1st about 1,600 feet beyond threshold, then became airborne and bounced 2 times. Pilot stated that before touchdown, he started to 'spool up' engines, but noted lack of response, then retarded throttles and landed. He said he applied brakes and selected 'full reverse' and noted no response. Reportedly, nosewheel 'skipped into air' while aircraft still had flying speed. With insufficient runway remaining to stop, he elected to stow reversers and began go-around. He noted no response from engines, tho aircraft had became airborne. Aircraft then settled beyond departure end of runway and crashed on rough terrain. Examination revealed engines had ingested twigs, grass and dirt. Reverse load limiters (l/l) on both engines were found in tripped position. Flight man stated that to avoid actuation of l/l, do not advance primary throttle after returning reverse thrust lever to stow until unlock light is out; maint required to reset actuated l/l. L/l was incorporated on thrust reverser to reduce engine power to idle, if inadvertently deployed in flight. During post-accident check, both engines were operated to 85% after l/l reset.
Probable cause:
The pilot's improper use of the powerplant controls, which resulted in actuation (tripping) of the reverse load limiters on the thrust reversers and subsequent reduction of available power in both engines. Factors related to the accident were: the pilot's misjudgement of distance, excessive airspeed, and improper flare during the landing.
Final Report:

Crash of a Beechcraft 99A Airliner in Poughkeepsie

Date & Time: Mar 16, 1976 at 1630 LT
Type of aircraft:
Operator:
Registration:
N7997R
Flight Phase:
Survivors:
Yes
Schedule:
Poughkeepsie - New York
MSN:
U-119
YOM:
1969
Crew on board:
2
Crew fatalities:
Pax on board:
7
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
14159
Captain / Total hours on type:
3343.00
Circumstances:
Just after liftoff from an ice/slush covered runway, the airplane shuddered then rolled left and right, causing the wings to drop. The airplane leveled, crash landed and came to rest in flames. All seven passengers and a pilot were evacuated to safety while a pilot was seriously injured.
Probable cause:
Stall during initial climb after the crew exercised poor judgment. The following contributing factors were reported:
- Inadequate preflight preparation,
- Initiated flight in adverse weather conditions,
- Failed to abort takeoff,
- Failed to maintain flying speed,
- Airport conditions: ice/slush on runway,
- Snow,
- Icing conditions including sleet and freezing rain,
- Visibility 1/2 mile or less,
- Fog,
- Aircraft approximately 368 lbs over gross weight.
Final Report: