Plattsburgh

On July 19, 2024, about 1904 eastern daylight time, a Beech B-60 airplane, N23553, was destroyed when it was involved in an accident near Vienna Center, Ohio. The private pilot and two passengers were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. Preliminary radar and Automatic Dependent Surveillance-Broadcast (ADS-B) track data obtained from the Federal Aviation Administration (FAA) revealed that the flight departed runway 17 at Plattsburgh International Airport (PBG), Plattsburgh, New York at 1651, destined for John Glenn Columbus International Airport (CMH), Columbus, Ohio. The airplane proceeded to the southwest, and climbed to 16,500 ft. About 50 miles northeast of Youngstown/Warren Regional Airport (YNG), Vienna Center, Ohio, the pilot informed air traffic control that the airplane’s left engine had lost power and he could not maintain altitude. The arrival east radar controller (YNG tower) offered information on close by airports; however, the pilot requested YNG and its longer, 9,003-ft-long runway. While descending to YNG, the airplane circled near the approach end of runway 32, then it proceeded along the centerline of runway 32 while continuing to descend. About 3,000 ft from the departure end of the runway, the data indicated that the airplane was close to field altitude at a ground speed of 131 knots. At the end of the runway, the airplane turned left while at a ground speed of 95 knots. The airplane impacted terrain about ¼ mile west of the departure end of runway 32. A witness, who was on YNG taxiway D, observed the airplane in flight prior to the accident. He stated that the airplane circled near the approach end of runway 32, then proceeded with the approach down runway 32. The airplane was higher than normal when beginning the approach. As the airplane proceeded down the runway, it descended toward the runway; however, it did This information is preliminary and subject to change. not touch down. At the end of runway 32, the airplane pitched up rapidly to the left and began to “flip.” The airplane then descended below his field of view and crashed. The wreckage was located on airport property, outside the confines of the airport’s perimeter fence. The wreckage was found upright and oriented on a 310° heading. A postaccident fire consumed a majority of the wreckage. All structural components of the airplane were found within the wreckage debris path. The landing gear were found in the extended (down) position. The pilot, who owned and operated the airplane, possessed both Canadian and U.S. Federal Aviation Administration private pilot certificates with airplane single engine land and airplane multiengine land ratings. Recorded weather near the time of the accident included wind from 050° at 5 knots, 10 miles visibility, and few clouds at 5,500 ft above ground level.

The pilot said the preflight, engine start, run-up, taxi and takeoff were "normal". The pilot said that during the climb after takeoff, approximately 1,000 to 1,500 feet above the ground, the airplane's engine "spooled down, slowly and smoothly, like a loss of torque or the propeller going to feather." The pilot performed a forced landing to a field, where the airplane nosed over, and came to rest inverted. Examination of the engine and propeller revealed that the propeller-reversing lever was installed on the wrong side of the reversing lever guide pin, and that the reversing linkage carbon block was no longer installed, and had departed the airplane. Examination of the airplane's maintenance records revealed that the carbon block was replaced during a 100-hour maintenance inspection, 5 hours prior to the accident. Installation of the reversing lever on the incorrect side of the guide pin resulted in improper seating and premature wear of the carbon block. According to the engine manufacturer, any disconnection in operation of the propeller control linkage will cause the propeller governor beta control valve to extend, and drive the propeller into feather.

On IFR arrival, flight 4821 was cleared to intersection 17 northeast of airport at 6,000 feet, then for ILS runway 23 approach. Radar service was terminated 6.5 east of intersection. Radar data showed that flight crossed and then bracketed localizer. Flight intercepted glide slope from below about 7 miles outside of outer marker and thence deviated above glide slope. About 2 miles outside of marker, flight was at a full fly down deflection when it entered a descent varying from 1,200 to 2,000 fpm. Aircraft struck wooded mountain top 2.0 miles inside of outer marker (3.9 miles from runway) at elevation of 2,280 feet. Minimum altitude at marker was 3,600 feet. Glide slope elevation at point of impact was approximately 2,900 feet. Evidence was found of inadequate electrical ground path between radome and fuselage which, when combined with existing weather conditions, may have produced electrostatic discharge (precipitation static). Although post-accident tests were not conclusive, the safety board believes that the glide slope indications might have been unreliable due to precipitation static interference. Two occupants survived while two others (one pilot and one passenger) were killed.

The Cessna 208B made a takeoff with light wet snow falling, at night. The airplane reached an altitude of 700 feet agl prior to making a steep descent, striking trees and impacting inverted. Radar data showed the aircraft lift off point and initial climb rate approached that shown in the flight manual for short field technique. Two other Cessna 208's preceded the accident aircraft from the same airport, one 13 minutes prior and the other 3 minutes prior. Radar data showed they climbed at a slower rate. The accident airplane had come from a hangar and was not deiced prior to departure. A pilot flying a identical airplane with a similar load commented that his climb rate was lower than normal. Another pilot commented that this was the first wet snow of the year and it was sticking to his engine cowling. The pilot, sole on board, was killed.

The aircraft departed Plattsburgh (NY) on a "Chrome Dome" airborne alert over the Ballistic Missle Early Warning System (BMEWS) at Thule Air Base, Greenland. An in-flight fire caused by a faulty heater knocked out electrical power. The crew ejected over Thule Air Base, except for one who was killed bailing out through a hatch. The airplane dove into the ground and crashed onto the ice sea. High explosive of four thermonuclear bombs detonated on impact, causing widespread contamination, but no nuclear detonation. Operation Crested Ice launched to clean up radioactive ice & snow.
Crew:
Cpt John Haug, pilot,
Cpt Leonard Svitenko, copilot, †
Maj Alfred Joe D'Amario, pilot,
Cpt Richard "Dick" Marx, EWO,
Maj Frank Hopkins, radio navigator,
Cpt Curtis Criss, navigator,
S/Sgt Cal Snapp, air gunner.

At 8:15 PM on Monday, June 27, 1960, crew T-51 of the 380th Air Refueling Squadron departed Plattsburgh AFB aboard a KC-97G for the "Fighting Fox" air refueling area over Maine. Their mission was part of a SAC Operational Readiness Inspection of the 380th Bombardment Wing code named "Jet Stream Golf". They, and a backup KC-97G, were to refuel a B-47 under simulated combat conditions. The mission was expected to last just under four hours, with both tankers returning to Plattsburgh. After a successful rendezvous with the bomber, the tanker descended to the refueling altitude of 15,500 feet and accelerated, nose down, to 190 knots. The low altitude, when compared to today's KC-135 and KC-10 operations, was one of the necessities of refueling jet bombers like the B-47 and B-52 with a reciprocating engine powered aircraft. As the B-47 closed with the KC-97 from a higher altitude in "observation" position, everything seemed fine. Logistical radio exchanges were made and the bomber began to descend and close into refueling position. As they approached, the B-47 pilot and copilot saw a long stream of flame come back toward them from the KC-97's number one engine, then suddenly disappear. A small spot of white hot glow was noted near the rear of the number one engine. Seconds later, a large ball of flame enveloped the engine and the surrounding wing area. The boom operator transmitted "breakaway, breakaway, breakaway", and the B-47 commander took up a loose formation position off the tanker's right wing. The backup tanker, above and to the rear, made radio contact asking if they were in trouble, to which Lt. Burgess, the aircraft commander calmly replied "Roger, I'm on fire". At this point, the aircraft entered a gradual left turn which continued to get steeper, and turned into a spiral or spin. It was later determined that the left wing outboard of the burning engine had failed due to fire damage, before the crew could complete the "engine fire" drill. It was later found in Howard Pond some three miles from the crash site. The B-47 commander called "bail out! bail out!" but got no reply and spotted no parachutes. Witnesses on the ground, including over three hundred moviegoers at the Rumford Point Drive-In, saw the flaming aircraft spin down with burning pieces falling off. The fuel laden tanker crashed into Jonathan Smith Mountain near Route 26 in the Town of Newry. The aircraft was totally destroyed and all five crew members were killed.
Crew:
Lt William Burgess, pilot,
Lt Lewis Turner, copilot,
Lt Raymond Kisonas, navigator,
M/Sgt Harold Young, flight engineer,
T/Sgt Robert Costello, boom operator.
Source: http://www.mewreckchasers.com/kc97art.html

Shortly after takeoff from runway 17 at Plattsburgh Airport, while climbing, the airplane lost height, stalled and crashed into Lake Champlin. Three crew members were rescued while five others were killed.