Posted on 05/21/2005 2:42:09 PM PDT by Pharmboy
http://www.ntsb.gov/ntsb/brief.asp?ev_id=20050526X00678&key=1
NTSB Identification: IAD05FA067
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 21, 2005 in Brooklyn, NY
Aircraft: Cessna 172S, registration: N778LP
Injuries: 4 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On May 21, 2005, at 1330 eastern daylight time, a Cessna 172S, N778LP, was substantially damaged when it impacted terrain while maneuvering near Brooklyn, New York. The certificated flight instructor and three passengers were fatally injured. Visual meteorological conditions prevailed for the flight that departed the Linden Airport (LDJ) Linden, New Jersey, about 1300. No flight plan was filed for the local instructional flight conducted under 14 CFR Part 91.
According to the operator of the flight school, the passengers booked the flight as a "discovery flight," which the school would advertise on the Internet at a discounted rate, to attract prospective flight students.
Upon initial departure from LDJ, the flight instructor returned shortly thereafter, when one of the passengers felt ill and needed to disembark. He then had the airplane refueled and another passenger boarded the airplane. The airplane then departed towards Coney Island, Brooklyn.
Preliminary information provided by the Federal Aviation Administration (FAA) showed a primary radar target near LDJ, which climbed up to an altitude of approximately 500 feet around the time of the accident airplane's departure. The primary target then continued toward Coney Island and eventually disappeared off radar.
According to the approximately 42 witnesses interviewed by the New York City Police Department, descriptions varied between witness statements as to the; altitude, direction of flight, and velocity of the airplane, however, the preponderance of witness statements stated that the airplane was maneuvering at low altitude, along the beachfront at Coney Island, and reported the airplane as being in a nose down attitude at the time of impact.
The main wreckage came to rest on the beach approximately 150 feet south of the Coney Island Boardwalk.
The accident occurred during the hours of daylight. The wreckage was located at 40 degrees, 34.338 minutes north latitude, 73 degrees, 58.867 minutes west longitude.
The wreckage was contained in a single area were it came to rest at the point of impact, creating a crater approximately 4 feet wide by 6 feet long. The depth of the crater varied between 6 to 12 inches with multiple small depressions.
All the major components of the airplane were accounted for at the accident site. The main wreckage was orientated on a heading of 150 degrees magnetic, was canted approximately 10 degrees to the left, and displayed varying degrees of impact damage. A crush line was visible on the right hand door and was measured as being at a 50 degree angle, perpendicular to the longitudinal axis of the cabin. The left wing displayed impact and compression damage along the leading edge, and the right wing had separated from the fuselage at the attach fitting. The aft fuselage section exhibited compression damage aft of the cabin on the right side, and was displaced approximately 8 degrees to the right of the cabin area. All flight control surfaces displayed differing degrees of damage. The flap actuator and portions of the flap tracks correlated to a 30-degree flap position, and the elevator trim correlated to approximately neutral. Flight control continuity was confirmed from the ailerons to the inboard portions of the wings and cabin, and from the elevator and rudder panels to the cabin.
Examination of the cockpit revealed that the throttle control was in the idle position and bent at a 45 degree angle to the left, the mixture control was in the full rich position, and the flap switch lever was in the "FULL" (30-degree) position at the mechanical stop. The fuel selector was set to both, and all seat belt and shoulder harness assemblies were found secured. Both cabin door latch assemblies were found in the closed and locked position, and exhibited witness marks at the door latch pins.
Examination of the propeller revealed that the propeller had remained attached to portions of the aft propeller bulkhead, and spacer; however, the crankshaft flange that the propeller assembly was attached to, was separated from the engine. One blade exhibited s-bending and leading edge gouging. The other blade was curled in a rearward direction with visible burnishing and chordwise scratching of the blade face.
Examination of the engine revealed impact damage with the exception of the separated crankshaft flange. Continuity of the intake system, exhaust system, valve train, and crankshaft was confirmed. The engine was then rotated through an accessory drive, and thumb compression was noted on all four cylinders. All spark plugs were removed for inspection, their electrodes were intact, and light gray in color. The valve covers were removed, and oil was noted in all cylinders. The oil filter was examined, and no contamination was observed. When both magnetos were removed and rotated by hand, a spark was produced at all terminal leads.
Continuity of the fuel lines from both tanks to the fuel selector, and continuity of the fuel line from the fuel selector to the fuel strainer could not be confirmed because of impact damage.
An examination of the fuel system from the firewall forward was conducted. The fuel pump showed impact damage, but exhibited no pre-impact failures. The fuel strainer bowl was broken, but the strainer screen was intact and showed no discoloration or debris on its face. The fuel injection throttle body butterfly valve was nearly closed, and all fuel injectors were free of debris. Fuel samples from the throttle body and fuel injection distribution manifold were examined. The samples were bright, clear, and absent of debris. The samples were consistent in color and smell with 100 low lead aviation gasoline, and when tested with water-finding paste, no water was detected.
According to Federal Aviation Administration (FAA) records, the flight instructor held a commercial pilot certificate with ratings including airplane single-engine-land, airplane-multiengine-land and instrument airplane. His most recent FAA first-class medical certificate was issued January 31, 2005. He reported 1,502 total hours of flight experience on that date.
According to maintenance records, the airplane was manufactured in 2001. The airplane's most recent annual inspection was completed on March 25, 2005. At the time of the inspection, the airplane had accrued 1,566 total hours of operation.
A weather observation taken about 10 minutes after the accident at the John F. Kennedy International Airport (JFK), New York, New York; located approximately 7 nautical miles north of the accident site, recorded the winds as 190 degrees at 12 knots, visibility 10 miles, ceiling broken at 5,500 feet, temperature 63 degrees Fahrenheit, dew point 46 degrees Fahrenheit, and an altimeter setting of 29.85 inches of mercury.
Throttle pulled to idle and full flaps? That doesn't make any sense, unless the engine actually did quit and he was looking for a place to put it down?
}:-)4
They don't know.
PARE got me through spin training, too. Checklists during a spin are useless.
Flaps at Full, Throttle Full, Mixture Full?
The other curious thing is the crank? Did the crank break on impact or before? If he was looking to land on the beach (full flaps) why full throttle? If he was hoping to slow flight over the area.... ??? Again - full throttle?
This gives more questions than answers.
Thanks for keeping us in the loop, Aeronaut.
Spin training?
Where did you go??
For survival techniques of all types, check: www.equipped.org
There's information about ditching from one of the most knowledgeable guys in the field.
It's really frightening to watch the crash of an aircraft, especially a commerical aircraft, because you think about all the people inside in their final moments.
I was in high school when I, my sister, and plenty of other kids watched the crash of American Airlines flight 191, apparently the deadliest in American history (according to this website).
It just fell out of the sky.
sorry for the bad grammar in the previous post.
Putting "I" first--now that's bad. I was so focused on copying, pasting, and working on my html "hotlink" that I didn't notice it.
And I used to teach freshman English.... *rolls eyes*
Excellent post!
"Risk management" - I'll bet you subscribe to Aviation Safety! :-)
Hey there! Nice flying wx, hmm?
I did pre-solo spin training at West Valley in PAO. Michael Thomas (my first CFI's instructor when he did his instructor training) did the training, and he was great! We used one of the club's Aerobats. I had a blast. I was very tentative at first, but had a marvelous time. My confidence in the practice area really increased, and my CFI really noticed a difference in my maneuvers afterwards. So did I.
I highly recommend it.
I have his card somewhere ... let me know if you need his number.
best...
I'm a graduate of the "Sean D. Tucker School of Aerobatic Flight" in KKIC. I was just curious about where you learned.
My baby is a KHWD.
Are you still flying?
After the PSA crash in the late 70s, I used to have nightmares about watching planes crashing right in front of me. Frightening.
You went to Sean D. Tucker U?! Cool - I didn't know that! Well, then, you are all set. Wow!
I've seen your lane at KHWD - that's where my office is! I'm not current, but get into the Tiger as right seat pax whenever I can!
A friend of mine was a diver with the Coast Guard at the time of the PSA crash...
Boy, does he have stories... none of them will be repeated here.
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