PA-28 Crashed In The Mohawk River, Killing Three

The NTSB has ruled out mechanical failure in the New York State crash of a Piper PA-28 that killed the airplane's owner, his 11-year-old son, and an instructor pilot earlier this month. The preliminary report from the NTSB says, in part:

NTSB Identification: ERA09FA345
14 CFR Part 91: General Aviation
Accident occurred Sunday, June 14, 2009 in Glenville, NY
Aircraft: PIPER PA-28R-180, registration: N3226R
Injuries: 3 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 June 14, 2009, at 1421 eastern daylight time, a Piper PA-28R-180, N3226R, registered to and operated by Kolath Airlines LLC, as a 14 Code of Federal Regulations Part 91 instructional flight, was substantially damaged when it collided with the Mohawk River after departing from runway 33 at Mohawk Valley Airport (K13), Scotia, New York. Visual meteorological conditions prevailed and no flight plan was filed. The certificated flight instructor (CFI), student pilot, and one passenger were killed.

A pilot, who was waiting for the accident airplane to depart stated, “He started a normal takeoff and tried to get the aircraft into the air. It appeared to me at this time he did not have enough speed to get the aircraft flying. He got off the ground a couple of feet and then came back down on the wheels. He continued and tried again, but was more aggressive striking the tail on the ground. Again the aircraft stayed in the air a little longer but came back down again. He continued to roll further, pulling the airplane into the air for the third time. By now he was further down the runway, this time staying in the air, clearing the brush at the end of the runway. He had the nose a little high this time. The whole airplane then begins to settle down into the river.”

File Photo

Another witness stated he was going to take up some skydivers. They had watched the pilot make two approaches and decided to pay attention to the takeoff. “As he did his takeoff roll he kind of ran out of runway. He lifted off barely above the weeds at the end of the runway and began to sink in the air towards the river. He pulled the nose up sharply, stalled the aircraft and the tail slid into the river.”

The CFI age 52, held a commercial pilot certificate issued on April 12, 2005, with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane. In addition, the CFI held a flight instructor certificate issued on October 31, 2008, with a rating for airplane single-engine. The CFI held a second-class medical certificate issued on December 2, 2008, with the limitation, “must have available glasses for near vision.” The CFI indicated on his application for the medical certificate that he had 1,600 total flight hours; of which, 50 hours were flown in the last 6 months.

The student pilot, age 42, held a third-class medical certificate issued on November 3, 2008. He indicated on his application for the medical certificate that he had 65 total flight hours. Review of the student pilot’s logbook revealed the he had 134 total flight hours; of which, 85.4 hours were in the PA-28R-180. He had 17.3 total hors as pilot-in-command; of which, 10.2 hours were in the PA-28R-180. The student pilot had flown 14.5 hours in the last 30 days; of which, 9 hours were as pilot-in-command. He had flown 36.8 hours in the last 90 days; of which, 15.7 hours were as pilot-in command. All dual flights in the last 90 days were with the CFI.

The wreckage was located about 18 feet below the surface of the Mohawk River, 625 feet off the departure end of runway 33 at K13.

Examination of the airframe, flight controls, engine assembly, and accessories revealed no evidence of a precrash mechanical failure or malfunction. The flaps were found retracted, not in the partially extended position for a short-field takeoff, and the landing gear was extended.

Numerous engine components were removed, allowed to dry, and were reinstalled on the engine. Four quarts of aviation engine oil were to the engine oil sump. Both magnetos “P” leads were removed. The engine was started, warmed up, advanced to full power, run continuously without hesitation, and subsequently shut down.

FMI: www.ntsb.gov