Aviation Safety

At about 0700 Central time, a Smith Aerostar 601P piloted by an airline transport pilot, sustained substantial damage during a forced landing following a loss of engine power on takeoff. Visual conditions prevailed. There were no injuries reported to the pilot or three passengers.

The airplane, operating as a banner tow flight, had an in-flight collision with a separated banner from another Piper PA-18-150 at 0900 Eastern time. Visual conditions prevailed; the commercial pilot reported minor injuries. The pilot later stated he was at 500 feet, northeast-bound when he observed a banner floating directly ahead and attempted to dive beneath it. The banner became entangled with the propeller and the engine stopped. He turned the airplane towards the beach, dropped his banner, made a mayday call, and initiated a forced landing near the surf line. The airplane collided with the water and nosed over inverted.

The pilot said when he started his cross-country flight, 2.4 hours had been flown by the airplane since the fuel tanks had been topped off. His first leg was 1.1 hours; he landed and spent approximately 1.5 hours on the ground. He was approximately 1.1 hours into his return flight, turning base for landing, when the engine lost power. He performed a forced landing to a large parking lot and impacted the fence on its perimeter during the landing roll. The airplanes right wing lift strut was bent, and the right wings leading edge was wrinkled and bent. No fuel was found in the airplanes fuel tanks.

At 20:36 Eastern time a near-midair collision occurred at John F. Kennedy International Airport involving Cayman Airways flight 792 (CAY792), a Boeing 737-300, and Linea Aerea Nacional de Chile flight 533 (LAN533), a Boeing 767-300. According to initial reports, CAY792 was executing a missed approach to Runway 22L and conflicted with LAN533 as it was departing from Runway 13R. Controllers assigned diverging headings to both aircraft to resolve the conflict.

The solo student pilot reported a moderate crosswind when he was attempting to land so he executed a go-around. During the go-around, he raised the flaps. He reported that taking out two notches of flaps caused the airplane to lose too much altitude and “the plane stalled as I pulled back on the yoke.” The airplane struck several trees and impacted the ground. He reported that there were no mechanical difficulties with the airplane.

The two aircraft collided on the ground at about 1530 Pacific time. There were no injuries. The Extra sustained minor damage, and the Cessna sustained substantial damage to its tail section. Visual conditions prevailed. After landing and exiting at Delta taxiway, ATC directed the Cessna pilot to hold short of taxiway Zulu. The pilot then received clearance to taxi to parking via taxiway Zulu. While reading back the clearance, the pilot felt the airplane “jump and shutter” and saw debris fly from behind him into his propeller.

At about 1430 Mountain time, the airplane suffered a landing gear malfunction resulting in a gear-up landing. The FAA was operating the public-use airplane; the two airline transport pilots were uninjured. The airplane sustained substantial damage to its lower fuselage; visual conditions prevailed.

At about 1148 Mountain time the airplane crashed while attempting a go-around. Neither the private pilot nor the non-rated passenger was injured. Visual conditions prevailed. During the first approach the pilot initiated a go-around when another plane flew in front of him. On the second approach, the airplane bounced on touchdown and the pilot initiated another go-around. He said the engine did not respond properly and the airplane settled back to the ground, striking the tail and landing left of the departure end of the runway. The airplane traveled several hundred feet before stopping on its belly.

At approximately 1215 Mountain time, the airplane sustained substantial damage when it impacted a chain link fence while taxiing. The commercial pilot and his passenger were not injured. Visual conditions prevailed.

Two wings. Check. Horsepower up front (or maybe in the back). Check. Liquid money in the tanks. Check. Somewhere to go? Hell, yeah! Hang on a minute. As absurdly simple as it sounds, it is a fact that different aircraft serve different roles. Sometimes, the plane, pilot and mission dont match up any more. We know how it goes. You go through primary flight training in a tame little trainer, perhaps a short-legged Cessna 152 or 172, or maybe a Piper Warrior. Youve become accustomed to the frequent fuel stops and finite loading capabilities, and know every avgas-fueled diner within 100 miles. But maybe youve started a family, gained a baby or just want to get out of your own backyard without stopping for fuel quite as often. Maybe something faster, more comfortable, something that will get you over the terrain and out of that miserable chop. And if you need to cover half the country in a day, youll definitely need a faster ride. Or not. If youve passed the point in your flying or professional career where you no longer need that go-fast airplane, youre a good candidate for a lower fuel burn and lower cockpit workload. Too, if your medical renewal isnt much of a gimme any more, perhaps the Sport Pilot and LSA world can open new doors to you as others close.