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On August 28, 2017, about 1109 central daylight time, a Pacific Aerospace Limited 750XL, N750UP, was substantially damaged during a forced landing in a field near Harvest, Alabama. The commercial pilot was not injured. The airplane was being operated under the provisions of 14 Code of Federal Regulations Part 91, as a personal flight. Visual meteorological conditions prevailed at the time and an instrument flight rules flight plan was filed. The flight originated about 0630 from Pennridge Airport (CKZ), Perkasie, Pennsylvania, and was destined for Huntsville International Airport-Carl T Jones Field (HSV), Huntsville, Alabama. The pilot stated that as part of his preflight inspection of the airplane he visually verified each fuel tank was full, and the total usable fuel capacity was 221 gallons. After takeoff, the airplane climbed to the flight planned altitude of 8,000 ft mean sea level (msl), and proceeded towards the destination airport. When the flight was near the planned refueling location of the Rockwood Municipal Airport, Rockwood, Tennessee, the pilot verified that the airplane had an adequate supply of fuel to reach the intended destination. While in contact with HSV air traffic control tower, he requested to descend to 6,000 ft msl, and was subsequently cleared to descend to 4,000 ft msl. At that time, the pilot noted HSV was to his left about 10 miles away. Shortly thereafter, while at an altitude about 3,500 ft msl, warning lights on the annunciator panel, which included a fuel pressure light, illuminated. The pilot declared an emergency with the controller, and the engine experienced a total loss of engine power. According to a Federal Aviation Administration inspector, the controller vectored the pilot to Epps Airpark (00AL), a private airport located in Harvest, Alabama, but the pilot was unable to locate it. The pilot further stated that he maneuvered the airplane for a forced landing in a field, and he attempted to descend under powerlines, but the airplane impacted a telephone line. The airplane then touched down on the main landing gear near the edge of the field, rolled up a slight embankment, and then onto a road, coming to rest upright. He exited the airplane, and called 911 to report the accident. Postaccident examination of the airplane by an FAA inspector revealed the forward fuel tanks were breached, but there was no evidence of fuel spill across the road. A residual amount of fuel remained in both fuel tanks. The airplane was recovered for further examination.
On September 25, 2016, about 1230 eastern daylight time, a Mooney M20J, N526AM, was substantially damaged when it impacted terrain after an aborted landing at Sky Manor Airport (N40), Pittstown, New Jersey. The private pilot and passenger were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under the provisions of 14 Code of Federal Regulations Part 91, which departed Pennridge Airport (CKZ), Perkasie, Pennsylvania, about 1200. The pilot rented the airplane at the Trenton-Robbinsville Airport (N87), Robbinsville, New Jersey. According to security camera video, he boarded the airplane alone and departed at 1121. The pilot then flew to CKZ, where he picked up the passenger, and then flew to N40. Approximately 15 witnesses were interviewed, the majority of which were pilots that were at N40 on the day of the accident. Descriptions varied between witness statements as to the airplane's touchdown point on the runway; however, the preponderance of witness statements were that the pilot attempted twice to land on Runway 25. During the first landing attempt, the airplane appeared to be about 20 knots too fast on the final approach leg of the traffic pattern, and bounced during the touchdown. The pilot then aborted the landing, climbed out and joined the traffic pattern. During the second landing attempt, the airplane was again fast on the approach, and it touched down approximately halfway down the runway on the nose wheel, then the main landing gear, bounced, and became airborne. It then touched down and bounced twice more, then touched down approximately 400 to 500 feet prior to the end of the runway, this time staying on the runway surface. Engine power was then heard to increase as the airplane approached the end of the runway. The airplane began to climb, but some witnesses commented that it did not seem that the engine was producing full power. During this climb, as it passed over a field that was surrounded by trees at the end of the runway, the airplane appeared to climb slowly. Then as the airplane approached the row of trees at the far end of the field, the airplane appeared to climb steeply over the row of trees. The airplane then abruptly banked steeply to the left, pitched nose down, and descended in a steep, nose down attitude until it disappeared behind the trees. According to a witness who lived in close proximity to where the accident occurred, the airplane was observed to be very low and slow compared to many of other airplanes that he observed departing from N40. The airplane was then observed to rise slightly, pivot nose down, and then rapidly lose altitude before it was lost from sight behind a barn. According to another witness, while this occurred, the engine was heard to be operating. According to both of the witnesses, moments later the sound of an impact was heard. Examination of the accident site and airplane revealed the airplane impacted in a nose down attitude and then came to rest against the base of a tree. During the impact sequence, a small tree was struck and knocked down. Propeller strike marks were visible on several of the tree limbs. The leading edge of the right wing displayed crush and compression damage from the tip to approximately mid-span, with the majority of the sheet metal being crushed and accordioned back to the wing spar. The trailing edge of the right wing root also displayed compression damage. The outboard panel of the left wing displayed crush damage and was bent back about 30 degrees. The engine was separated from its mounting position and was found on the ground forward of the left side of the fuselage. The empennage was almost completely separated from the aft fuselage. The right horizontal stabilizer and elevator were wrinkled and displayed impact damage at their outboard ends. The vertical stabilizer and rudder displayed impact damage and the rudder was partially separated from its mounting position. The landing gear was down, and the flaps were up. Both fuel caps were closed and locked, and though the fuel tanks were breached, evidence of fuel was present in the form of residual fuel in the bottom of the fuel tanks. The throttle, propeller, and mixture controls, were all in the full-forward position. The cowl flaps were closed. Examination of the two-bladed propeller revealed that one propeller blade exhibited chordwise scratching. The other propeller blade also exhibited chordwise scratching, and S-bending. Further examination of the propeller blade revealed evidence of tip curling, with an associated area of surface polishing near the curl, consistent with a propeller strike. Sky Manor Airport was located 2 miles southwest of Pittstown, New Jersey. It was uncontrolled and had one runway, in a 7/25 configuration. Runway 25 was asphalt, and in good condition. It was 2,900 feet-long and 50 feet-wide, and marked with non-precision markings in good condition. Obstructions existed in the form of electrical transmission lines that crossed the approach path for Runway 25, approximately 99 feet above ground level, 2,070 feet from the beginning of the runway, 210 feet left of centerline. They were equipped with spherical high visibility markers, and took an 18:1 slope to clear. An operational two-light precision approach path indicator (PAPI) was installed on the left side of the approach end of the runway, which displayed a 4.00-degree glide path to provide pilots with guidance information to help acquire and maintain the correct approach (in the vertical plane) to the runway. Examination of the runway revealed fresh propeller strike marks, 1,747 feet from the beginning of Runway 25, approximately 4 feet, 11 inches, to the right of the runway centerline. Review of video recordings obtained from a security camera at N40 revealed that the airplane during the first landing attempt, at approximately 1219, touched down more than halfway down the length of the runway. Then on the second landing attempt, at approximately 1229, the airplane again touched down more than halfway down the length of the runway. Further review of the video recordings also revealed that the wing flaps were extended during both landing attempts. According to Federal Aviation Administration (FAA) and pilot records, the pilot held a private pilot certificate with a rating for airplane single-engine land. His most recent FAA third-class medical certificate was issued on February 10, 2016. He reported on that date, that he had accrued approximately 185 total flight hours. According to FAA and airplane maintenance records, the airplane was manufactured in 1980. The airplane's most recent 100-hour inspection was completed on August 13, 2016. At the time of the inspection, the airplane had accrued approximately 4,690.3 total hours of operation. The engine had accrued approximately 100 hours of operation since major overhaul. The wreckage was retained for further examination.
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