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GENERAL AVIATION

This page was last updated on 09/27/2007

From a Spotter:  "Just a quick correction note for your video files. That Cessna crash in Orlando,  there were two passengers on board, an instructor and student. They departed Orlando International and reported a loss of oil pressure approximately 10 minutes away from the airport. The instructor called the tower reporting the occurrence, and a moment later they had a complete engine failure as the engine seized. They announced doing a forced approach, their intended landing area was the golf course off the aircraft's starboard wing.  The instructor overshot the approach, and was unable to put the plane down without hitting the cars in the parking lot at the end of the green, it was as they were just about to touch down that they came into contact with the power lines on the side of the road. The instructor was killed upon impact. The student, now unconscious, was pulled from the aircraft by a bystander; he later fully recovered."

Click here to read the official NTSB report on this accident.

Click here to read the official NTSB report on this accident.

Here's a link to the NTSB Report:

http://www.ntsb.gov/ntsb/brief.asp?ev_id=20050526X00676&key=1 

And another link with more information about this bizarre accident:

http://aviation-safety.net/database/record.php?id=20050515-0

NTSB Identification: NYC05LA085. 14 CFR Part 91: General Aviation Accident occurred Sunday, May 15, 2005 in Atlantic City, NJ  

• Probable Cause Approval Date: 5/30/2006
• Aircraft: Cessna 525A, registration: OY-JET
• Injuries: 1 Minor, 3 Uninjured.

The pilot performed "a low pass" over the runway, and then touched down approximately 1,000 feet beyond the approach end of the 2,948-foot long runway, with a tailwind of approximately 10 knots. After touchdown, the airplane continued off the end of the runway, and subsequently impacted water. According to the Cessna 525A Landing Distance Chart, an airplane with a landing weight of 11,400 pounds required 3,000 feet of landing distance, in a no wind situation. With a 10 knot tailwind, the airplane required 3,570 feet of landing distance. The published airport diagram for the airport, was observed attached to the pilot's control column after the accident. A notation, which read, "airport closed to jet aircraft" was observed on the diagram. Additionally, the same notation, "Arpt CLOSED to jet traffic," was observed in the FAA Airport/Facility Directory. Examination of the airplane revealed no mechanical deficiencies. The National Transportation Safety Board determines the probable cause(s) of this accident as follows: The pilot's improper decision to plan a flight to a runway of insufficient length, his improper in-flight decision to land on that inadequate runway with a tailwind, and his failure to obtain the proper touchdown point. A factor in the accident was the tailwind condition.

Sadly, Atlantic City's Bader Field has since been closed for political reasons.

A note from Mark Shook: 

"What makes this video even more amazing is, I was flying . While I am an experienced fixed wing pilot, and also have a Rotorcraft Gyroplane Rating, I have only 10 hours total in a Magni . I seldom get the opportunity to fly a gyro, and those were my first landings in over a year, and with a 35 knot wind. (What you did not see were the out-takes where my wife was being blown around by the wind and could not hold the camera steady. The steady shots were taken when she let the van block the wind, or out the window from inside our car.) If a low time gyro pilot like me can fly it in such a wind, I say the machine can easily handle a windy day."

Information provided by the pilot of this Hawker:

"Despite what the narration may suggest, I never for a minute thought it to be a life or death circumstance. The end result was about 98% of what I had envisioned in my minds eye. However, there was more fire than I would have wanted, with NO fire being the preference."

"The one aspect of the landing that surprised was that we slid farther than I would have guessed. The touchdown speed on the Airspeed indicator was 110kts....I wanted speed to fly it on as opposed to dropping in on which could contribute to a possible loss of directional control. But, if I were to do it again, I would use 100kts for touchdown."

"The really impressive aspect of this incident was the behavior and performance of the family on board. They listened to direction and then executed the evacuation with military calm and precision. (Yes, they were motivated) If one puts a clock on the evacuation duration, from the time my copilot opened the cabin door until the plane was emptied of six passengers and two crew the elapsed time is 7.2 seconds."

"Praise goes to the copilot as he had no idea what he was stepping out into when he opened that door. I left last, but with the advantage of having seen the relatively safe egress the others had experienced."

Click here to read the NTSB report about this incident.

The Hawker pilot explains what caused this incident:

"The left inboard main tire blew on take off, leaving a lengthy piece of spinning tire that slapped the only confluence on the airplane where the main, auxiliary, and emergency hydraulics share a common junction atop the landing gear leg in the wheel well. The damage breached the entire hydraulics system where the fluid merely vented to atmosphere. At that time in 1999, it was the only such occurrence in Hawker history."

"Land to the south (upslope) and depart to the north. Morning and evening take offs and landings recommended. Afternoon heating creates unpredictable winds and high density altitude. Go-arounds are possible only if made early in the approach and with the right plane.  Johnson Creek is a KOA for airplanes. Nice campsites, fire pits, electricity, phone, caretaker, showers and pit toilets. The town of Yellow Pine is just north and an old State rent car can be had for about $10.00 or so.  More information on the strip is available at AirNav: http://www.airnav.com/airport/3U2   This is a great place to fly into and camp, then make day trips to the other strips."

From Greg, a pilot & A&P student:

"Regarding the clip about the 'King Air' nose gear failure, that is actually a Beechcraft (now Raytheon) Model 99 operated by AIRPAC Airlines. The incident happened at Boeing field in Seattle Washington on March 28th, 2006."

"As you can see, the nosewheel separated on landing. The stress on what was left of the gear was too much and it collapsed. At least he got the engines shut down and the props stopped before the collapse. As a result he saved two engines and props."

"The King Air initially had welded nose gear, then went to a stronger forged one. The King Air and the 99 share a great many parts, but I don't know if the nose gear is one of them. Either way, it appears the nose gear failed due to damage incurred after the failure of either the fork, axle, wheel or retaining nut."

The pilot was the only person to survive, but later died in the hospital.  The burning building at the end is an empty school.   

Many have inquired about the music in this fantastic video.  It's a song by Stephen Stills called "Treetop Flyer", and is available on the "Stills Alone" CD.  (Information kindly provided by Jim Escudier.)

"This is a 'One way in – One way out' strip.  The approach is misleading. Once you are on short final, do not attempt a go around unless you are flying a very high performance aircraft.  It's a great place to fly into and stay.  Accessible only by air and trail."

Info from Wup Winn, of Alaskan Bushwheel, Inc.:   The clip "Supercub Landing II" is part of a video titled "Big Rocks and Long Props" that has some of the most amazing stick time caught on tape.  You can purchase the full 59 minute video at our website,  www.akbushwheel.com "