code

NY

Crash of a Cessna 421B Golden Eagle II in Farmingdale

Date & Time: Jan 10, 2021 at 1300 LT
Registration:
N421DP
Flight Phase:
Flight Type:
Survivors:
Yes
MSN:
421B-0353
YOM:
1973
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Shortly after takeoff from Farmingdale-Republic Airport, en route for Connecticut, the pilot reported an engine failure and elected to return. Control was lost and the aircraft crashed in the Old Bethpage industrial park about 3 km north of the airport. The pilot was injured and the aircraft was destroyed.

Crash of a Hawker 800XP in Farmingdale

Date & Time: Dec 20, 2020 at 2035 LT
Type of aircraft:
Operator:
Registration:
N412JA
Flight Type:
Survivors:
Yes
Schedule:
Miami - Farmingdale
MSN:
258516
YOM:
2001
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
Following an uneventful flight flight from Miami-Opa Locka Airport, the crew started the descent to Farmingdale-Republic Airport, NY. At 2032LT, he was cleared to land on runway 14 and was briefed about the latest weather conditions at destination that were close to minimums with low clouds, vertical visibility of 200 feet, horizontal visibility 1/4 of a mile and indefinite ceiling. Upon landing on runway 14, the aircraft lost its undercarriage and skidded on runway for few dozen metres before coming to rest. Both pilots escaped with minor injuries.

Crash of a Socata TBM-850 in Corfu: 2 killed

Date & Time: Oct 2, 2020 at 1145 LT
Type of aircraft:
Operator:
Registration:
N965DM
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Manchester - Buffalo
MSN:
527
YOM:
2009
Location:
Crew on board:
1
Crew fatalities:
Pax on board:
1
Pax fatalities:
Other fatalities:
Total fatalities:
2
Circumstances:
En route from Manchester, NH to Buffalo, NY, the single engine aircraft went out of control and crashed in a wooded area located near Corfu, NY. The aircraft disintegrated on impact, causing a large cratere. Both occupants were killed.

Crash of a Cessna T303 Crusader in Sky Acres: 2 killed

Date & Time: Aug 17, 2019 at 1613 LT
Type of aircraft:
Registration:
N303TL
Flight Phase:
Flight Type:
Survivors:
Yes
Site:
Schedule:
Sky Acres - Farmingdale
MSN:
303-00286
YOM:
1984
Crew on board:
1
Crew fatalities:
Pax on board:
2
Pax fatalities:
Other fatalities:
Total fatalities:
2
Circumstances:
On August 17, 2019, about 1613 eastern daylight time, a Cessna T303, N303TL, was destroyed after impacting a house shortly after takeoff from Sky Acres airport (44N) in Lagrangeville, New York. The private pilot and one person in the house were fatally injured. Two passengers and one person in the house sustained serious injuries, one person in the house sustained minor injuries. Day visual meteorological conditions prevailed, and no flight plan was filed for the business flight, which was conducted under the provisions of 14 Code of Federal Regulations Part 91. The flight departed 44N at 1612 and was destined for Republic Airport (FRG), Farmingdale, New York. According to the passenger seated in the copilot's seat, on the morning of the accident the pilot and two passengers departed FRG and flew to Orange County Airport (MGJ), Montgomery, New York where the pilot had a business meeting. After the meeting, they departed MGM with a final destination of FRG, which included a stop at 44N to purchase fuel. The passenger reported that those flights were uneventful. The pilot fueled the airplane at 44N, where fuel records indicate he purchased 100 gallons of 100LL aviation fuel, which was the only type of fuel available at 44N. After the fueling, surveillance video at the airport showed several unsuccessful attempts to start the left engine for about 30 seconds. Next, the pilot attempted to start the right engine several times over period of about 30 seconds, and on the last attempt, the engine started. The left engine was then started after about 10 seconds of engine cranking. The airplane remained in position with the engines idling for about 2 minutes before it taxied around to the opposite side of the fuel pump and stopped for about 45 seconds with the engines at or near idle. The airplane then taxied from the fuel pump to the beginning of runway 17 (3,830 x 60 ft) without stopping for an engine run-up and performed a rolling takeoff. The airplane lifted off the runway in the vicinity of the windsock, which is located on the left side of the runway about 2,100 feet from the threshold. According to the passenger in the copilot's seat, shortly after liftoff at an altitude of less than 50-100 ft, both engines lost partial power. They did not stop completely, they sounded as though they were "not getting full RPM" and they began "studdering", which continued until impact with the house. As the airplane proceeded down the runway, it began to drift toward the left until they were over the grass next to the runway. The pilot corrected the drift and the airplane then tracked straight and remained over the grass. As the airplane continued beyond the end of the runway, it was not climbing, and he noticed obstacles that he described as trees and a structure or building. The pilot pitched the airplane up to clear those obstacles. The airplane then began a left banked turn and as it reached the house the left wing struck the ground and the right wing struck a tree and the house. The airplane had "very little forward motion" after the initial impact. He estimated that the airplane remained below 100 ft of altitude for the entire flight.

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

Date & Time: Jul 19, 2019 at 1430 LT
Operator:
Registration:
N811SK
Flight Type:
Survivors:
Yes
Schedule:
Akron - Poughkeepsie
MSN:
46-8508046
YOM:
1985
Crew on board:
1
Crew fatalities:
Pax on board:
3
Pax fatalities:
Other fatalities:
Total fatalities:
0
Circumstances:
On final approach to Poughkeepsie-Hudson Valley (ex Dutchess County) Airport, the single engine airplane lost height and crashed in a wooded area located short of runway 24 threshold. All four occupants were injured while the aircraft was destroyed. It is believed that the pilot encountered fuel problems.

Crash of a Piper PA-31-350 Navajo Chieftain off Amagansett: 4 killed

Date & Time: Jun 2, 2018 at 1433 LT
Registration:
N41173
Flight Type:
Survivors:
No
MSN:
31-8452017
YOM:
1984
Crew on board:
1
Crew fatalities:
Pax on board:
3
Pax fatalities:
Other fatalities:
Total fatalities:
4
Captain / Total flying hours:
3000
Aircraft flight hours:
5776
Circumstances:
On June 2, 2018, about 1433 eastern daylight time, a Piper PA-31-350 (Navajo), N41173, was destroyed when it impacted the Atlantic Ocean near Indian Wells Beach, Amagansett, New York. The commercial pilot and three passengers were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the flight that originated from Newport State Airport (UUU), Newport, Rhode Island, destined for East Hampton Airport (HTO), East Hampton, New York. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. A pilot in another airplane, a Bonanza, was flying with the accident airplane. He stated that the two airplanes were in UUU to pick up a relative of the passengers flying in the Navajo and then fly to HTO. The relative boarded the Bonanza and both airplanes we utilized to transport her belongings. He further stated that he and the accident pilot talked for about 1 hour regarding the weather between them and the destination airport. They planned to both fly south to the Sandy Point VOR on Block Island, Rhode Island and then turn west and follow the shoreline to HTO. They looked at the weather online. It was visual flight rules (VFR) to the destination. The Bonanza departed first, and the Navajo was going to follow. After takeoff the Bonanza contacted Providence air traffic control (ATC) and was informed that there was a "bad storm" near HTO and it was moving slowly. The Bonanza pilot told ATC that he wanted to fly farther south over the ocean and try to miss the approaching storm, so he could stay VFR. He did not know what happened to the Navajo as he did not hear the accident pilot communicate on the radio. The Bonanza pilot stated he conducted the flight at 1,000 ft above ground level (agl) and slowed down due to turbulence, but landed at HTO under VFR conditions. Radar data provided by the Federal Aviation Administration (FAA) depicted the Navajo in front of the Bonanza by 5 miles over the Atlantic Ocean and south of HTO. The radar data revealed that the Navajo was at 432 ft agl about 6 miles from the airport. It climbed to 512 ft and then descended to 152 ft. The airplane's radar target momentarily disappeared and then reappeared and climbed to 532 ft before descending back to 152 ft. The airplane's last radar target indicated 325 ft about 2 miles south of Indian Wells Beach. The wreckage was located about 1 mile south of the Indian Wells Beach in 50 ft of water and was subsequently recovered. Examination of the wreckage was performed about 2 weeks after the accident by a National Transportation Safety Board investigator. The fuselage was impact damaged, fractured, and separated into multiple pieces. The cabin roof was separated into a portion extending from the windows on the left side around to the right-wing attachment and extending from the aft baggage compartment forward to about the middle of the cabin. There was another portion of the cabin roof extending from about the middle of the cabin forward to the windshield and from the windows on the left side around to the windows on the right side. The left and right wings were both separated from the fuselage at the wing root and were fragmented. One fuel cell was recovered on the left wing. The left and right engine remained partially attached to the airframe through the motor mounts. The oil sump was fractured and corroded on both engines. The No. 1 cylinder was impact damaged on both engines. The spark plugs were removed, and the engines were rotated by turning the propeller flange. Continuity to the rear gears and to the valve train was confirmed. Compression and suction were confirmed through thumb compression. The piston, valves and cylinders were examined using a lighted borescope. No anomalies were noted except corrosion and sand consistent with saltwater immersion. Both left and right propellers were fractured from their respective engine crankshaft mounting flanges and exhibited corrosion consistent with immersion in saltwater. Both propeller spinner domes were torn from the propeller assemblies and were not recovered. All four blades of the left and right propellers were bent aft in varying degrees and twisted toward low pitch. The seven seat, low-wing airplane, was manufactured in 1984. It was powered by two Lycoming TIO-540-J2B, 350-horsepower engines, equipped with four bladed Hartzell propellers. The airplane was equipped with a Garmin MX20 MFD and a Garmin 530 GPS, both capable of displaying on board weather. The last annual inspection was completed on November 3, 2017. At the time of the accident, the airframe total time was 5776.6 hours.. The left engine had 359.5 hours since major overhaul and the right engine had 535.7 hours since major overhaul. The airplane had flown 39 hours since the annual inspection. The pilot held a commercial pilot certificate with ratings for airplane single-engine land, multiengine land and instrument airplane. He also held a flight instructor certificate. His most recent FAA second-class medical certificate was issued May 30, 2017. At the time of the medical examination, the pilot reported 3,000 total hours of flight experience. At 1335, the weather recorded at HTO, included: scattered clouds at 1,300 ft, wind calm, temperature 22°C, dew point 20°C, and an altimeter setting of 29.76 inches of mercury. Review of weather radar revealed that a low-pressure system associated with a frontal wave over Long Island Sound with a cold front stretching westward over Long Island into central New Jersey and a warm front turning back to a cold front eastward. The models also indicated scattered thunderstorms over the area of HTO. The engine and airframe were retained for further examination.

Crash of a Piper PA-31-310 Navajo C near Colton: 1 killed

Date & Time: May 3, 2017 at 2030 LT
Type of aircraft:
Operator:
Registration:
C-GQAM
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Quebec - Montreal
MSN:
31-7912093
YOM:
1979
Location:
Crew on board:
1
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
1
Circumstances:
The pilot was completing a flight from Quebec-Jean Lesage Airport to Montreal-Saint-Hubert and was sole on board. Enroute, the twin engine aircraft crashed in unknown circumstances in a dense wooded area located near Colton, New York. The aircraft was destroyed on impact and the sole occupant was killed.

Crash of a Swearingen SA226T Merlin IIIB in Farmingdale

Date & Time: Jun 20, 2016 at 1758 LT
Operator:
Registration:
N127WD
Flight Type:
Survivors:
Yes
Schedule:
White Plains - Farmingdale
MSN:
T-297
YOM:
1978
Crew on board:
2
Crew fatalities:
Pax on board:
0
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
11450
Captain / Total hours on type:
410.00
Copilot / Total flying hours:
1300
Copilot / Total hours on type:
5
Aircraft flight hours:
4500
Circumstances:
According to the pilot in command (PIC), he was conducting an instructional flight for his "new SIC (second in command)," who was seated in the left seat. He reported that they had flown two previous legs in the retractable landing gear-equipped airplane. He recalled that, during the approach, they discussed the events of their previous flights and had complied with the airport control tower's request to "keep our speed up." During the approach, he called for full flaps and retarded the throttle to flight idle. The PIC asserted that there was no indication that the landing gear was not extended because he did not hear a landing gear warning horn; however, he was wearing a noise-cancelling headset. He added that the landing gear position lights were not visible because the SIC's knee obstructed his view of the lights. He recalled that, following the flare, he heard the propellers hit the runway and that he made the decision not to go around because of unknown damage sustained to the propellers. The airplane touched down and slid to a stop on the runway. The airplane sustained substantial damage to the fuselage bulkheads, longerons, and stringers. The SIC reported that the flight was a training flight in visual flight rules conditions. He noted that the airspace was busy and that, during the approach, he applied full flaps, but they failed to extend the landing gear. He added that he did not hear the landing gear warning horn; however, he was wearing a noise-cancelling headset. The Federal Aviation Administration Aviation Safety Inspector that examined the wreckage reported that, during recovery, the pilot extended the nose landing gear via the normal extension process. However, due to significant damage to the main landing gear (MLG) doors, the MLG was unable to be extended hydraulically or manually. He added that an operational check of the landing gear warning horn was not accomplished because the wreckage was unsafe to enter after it was removed from the runway. The landing gear warning horn was presented by an aural tone in the cockpit and was not configured to be heard through the pilots' noise-cancelling headsets. When asked, the PIC and the SIC both stated that they could not remember who read the airplane flight manual Before Landing checklist.
Probable cause:
The pilot-in-command's failure to extend the landing gear before landing and his failure to use the Before Landing checklist. Contributing to the accident was the pilots' failure to maintain a sterile cockpit during landing.
Final Report:

Crash of a Piper PA-46-500TP Malibu Meridian in Saranac Lake: 4 killed

Date & Time: Aug 7, 2015 at 1750 LT
Operator:
Registration:
N819TB
Flight Phase:
Flight Type:
Survivors:
No
Schedule:
Saranac Lake – Rochester
MSN:
46-97117
YOM:
2001
Crew on board:
1
Crew fatalities:
Pax on board:
3
Pax fatalities:
Other fatalities:
Total fatalities:
4
Captain / Total flying hours:
4620
Captain / Total hours on type:
230.00
Circumstances:
The private pilot, who was experienced flying the accident airplane, was conducting a personal flight with three passengers on board the single-engine turboprop airplane. Earlier that day, the pilot flew uneventfully from his home airport to an airport about 1 hour away. During takeoff for the return flight, the airplane impacted wooded terrain about 0.5 mile northwest of the departure end of the runway. There were no witnesses to the accident, but the pilot's radio communications with flight service and on the common traffic advisory frequency were routine, and no distress calls were received. A postcrash fire consumed a majority of the wreckage, but no preimpact mechanical malfunctions were observed in the remaining wreckage. Examination of the propeller revealed that the propeller reversing lever guide pin had been installed backward. Without the guide pin installed correctly, the reversing lever and carbon block could dislodge from the beta ring and result in the propeller blades traveling to an uncommanded feathered position. However, examination of the propeller components indicated that the carbon block was in place and that the propeller was in the normal operating range at the time of impact. Additionally, the airplane had been operated for about 9 months and 100 flight hours since the most recent annual inspection had been completed, which was the last time the propeller was removed from and reinstalled on the engine. Therefore, the improper installation of the propeller reversing lever guide pin likely did not cause the accident. Review of the pilot's autopsy report revealed that he had severe coronary artery disease with 70 to 80 percent stenosis of the right coronary artery, 80 percent stenosis of the left anterior descending artery, and mitral annular calcification. The severe coronary artery disease combined with the mitral annular calcification placed the pilot at high risk for an acute cardiac event such as angina, a heart attack, or an arrhythmia. Such an event would have caused sudden symptoms such as chest pain, shortness of breath, palpitations, or fainting/loss of consciousness and would not have left any specific evidence to be found during the autopsy. It is likely that the pilot was acutely impaired or incapacitated at the time of the accident due to an acute cardiac event, which resulted in his loss of airplane control.
Probable cause:
The pilot's loss of airplane control during takeoff, which resulted from his impairment or incapacitation due to an acute cardiac event.
Final Report:

Crash of a McDonnell Douglas MD-88 in LaGuardia

Date & Time: Mar 5, 2015 at 1102 LT
Type of aircraft:
Operator:
Registration:
N909DL
Survivors:
Yes
Schedule:
Atlanta – New York
MSN:
49540/1395
YOM:
1987
Flight number:
DL1086
Crew on board:
5
Crew fatalities:
Pax on board:
125
Pax fatalities:
Other fatalities:
Total fatalities:
0
Captain / Total flying hours:
15200
Captain / Total hours on type:
11000.00
Copilot / Total flying hours:
11000
Copilot / Total hours on type:
3000
Aircraft flight hours:
71196
Aircraft flight cycles:
54865
Circumstances:
The aircraft was landing on runway 13 at LaGuardia Airport (LGA), New York, New York, when it departed the left side of the runway, contacted the airport perimeter fence, and came to rest with the airplane’s nose on an embankment next to Flushing Bay. The 2 pilots, 3 flight attendants, and 98 of the 127 passengers were not injured; the other 29 passengers received minor injuries. The airplane was substantially damaged. Flight 1086 was a regularly scheduled passenger flight from Hartsfield-Jackson Atlanta International Airport, Atlanta, Georgia, operating under the provisions of 14 Code of Federal Regulations Part 121. An instrument flight rules flight plan had been filed. Instrument meteorological conditions prevailed at the time of the accident. The captain and the first officer were highly experienced MD-88 pilots. The captain had accumulated about 11,000 hours, and the first officer had accumulated about 3,000 hours, on the MD-88/-90. In addition, the captain was previously based at LGA and had made many landings there in winter weather conditions. The flight crew was concerned about the available landing distance on runway 13 and, while en route to LGA, spent considerable time analyzing the airplane’s stopping performance. The flight crew also requested braking action reports about 45 and 35 minutes before landing, but none were available at those times because of runway snow clearing operations. The unavailability of braking actions reports and the uncertainty about the runway’s condition created some situational stress for the captain, who was the pilot flying. After runway 13 became available for arriving airplanes, the flight crews of two preceding airplanes (which landed on the runway about 16 and 8 minutes before the accident landing) reported good braking action on the runway, so the flight crew expected to see at least some of the runway’s surface after the airplane broke out of the clouds. However, the flight crew saw that the runway was covered with snow, which was inconsistent with their expectations based on the braking action reports and the snow clearing operations that had concluded less than 30 minutes before the airplane landed. The snowier-than-expected runway, along with its relatively short length and the presence of Flushing Bay directly off the departure end of the runway, most likely increased the captain’s concerns about his ability to stop the airplane within the available runway distance, which exacerbated his situational stress. The captain made a relatively aggressive reverse thrust input almost immediately after touchdown. Reverse thrust is one of the methods that pilots use to decelerate the airplane during the landing roll. Reverse thrust settings are expressed as engine pressure ratio (EPR) values, which are measurements of engine power (the ratio of the pressure of the gases at the exhaust compared with the pressure of the air entering the inlet). Both pilots were aware that 1.3 EPR was the target setting for contaminated runways.As reverse thrust EPR was rapidly increasing, the captain’s attention was focused on other aspects of the landing, which included steering the airplane to counteract a slide to the left and ensuring that the spoilers had deployed (a necessary action for the autobrakes to engage). The maximum EPR values reached during the landing were 2.07 on the left engine and 1.91 on the right engine, which were much higher than the target setting of 1.3 EPR. These high EPR values likely resulted from a combination of the captain’s stress; his relatively aggressive reverse thrust input; and operational distractions, including the airplane’s continued slide to the left despite the captain’s efforts to steer it away from the snowbanks alongside the runway. All of these factors reduced the captain’s monitoring of EPR indications. The high EPR values caused rudder blanking (which occurs on MD-80 series airplanes when smooth airflow over the rudder is disrupted by high reverse thrust) and a subsequent loss of aerodynamic directional control. Although the captain stowed the thrust reversers and applied substantial right rudder, right nosewheel steering, and right manual braking, the airplane’s departure from the left side of the runway could not be avoided because directional control was regained too late to be effective.
Probable cause:
The National Transportation Safety Board determines that the probable cause of this accident was the captain’s inability to maintain directional control of the airplane due to his application of excessive reverse thrust, which degraded the effectiveness of the rudder in controlling the airplane’s heading. Contributing to the accident were the captain’s:
- situational stress resulting from his concern about stopping performance and
- attentional limitations due to the high workload during the landing, which prevented him from immediately recognizing the use of excessive reverse thrust.
Final Report: