NYC00FA047

The airplane was vectored for an arrival from the west at night with 10 miles visibility. The pilot was instructed to over-fly the airport at 1,500 feet for left traffic, Runway 19. He descended to 500 feet, and positioned the airplane for a right base to Runway 19. He then made a 180-degree turn to follow another airplane on a right downwind. The local controller then instructed the pilot to fly a 090-degree heading. Witnesses listening on a scanner had observed the airplane make a 180-degree steep turn to the right. After the controller instructed the pilot to fly 090 degrees, they observed the airplane make a steep turn to the left and descend out of view. The airplane struck the side of a residence in an approximate 60-degree left wing low, 30-degree nose down attitude, and a post-crash fire developed. No evidence of a pre-existing mechanical failure or malfunction was found. Radar data revealed the airspeed had decreased from about 180 knots to about 78 knots over 4 minutes. Stall speeds for a 30-degree bank were estimated to be 88 knots with flaps up and 80 knots flaps down.

History of flight

On December 9, 1999, at 1727 Eastern Standard Time, a Beech 58TC, N581BC, was destroyed when it impacted a residence in Hasbrouck Heights, New Jersey. The certificated commercial pilot and three passengers were fatally injured. Two persons on the ground received minor injuries. Visual meteorological conditions prevailed for the personal flight, which was operated on an instrument flight rules (IFR) flight plan. The flight had departed Hanover County Municipal Airport (OFP), Ashland Virginia, destined for Teterboro Airport (TEB), Teterboro, New Jersey, and was conducted under 14 CFR Part 91.

According to witnesses, the pilot had made one flight earlier in the day. He departed Ashland about 0630, and returned about 1455.

At 1459, the pilot contacted the Federal Aviation Administration (FAA), Leesburg Automated Flight Service Station and filed two IFR flight plans, the first from Ashland to Teterboro, and the second from Teterboro to Ashland.

At 1558, the pilot reported to Richmond Approach Control that he was airborne, en route to Teterboro.

No problems were reported during the en route phase of the flight. At 1702:42, the pilot established radio contact with the New York TRACON approach control.

At 1703, the pilot was told to expect the VOR/DME Alpha approach. In addition, he was given, then acknowledged the current altimeter setting.

At 1711, the pilot inquired about a more direct routing to Teterboro, and was told that traffic was stretched out past Sparta, New Jersey. At that time, the pilot requested a visual approach; however, the request was not approved.

At 1720, the pilot was instructed to maintain an airspeed of 180 knots.

At 1721, the approach controller stated, "november one bravo charlie, you're seven miles from clifo [intersection] turn right heading one one zero, descend and maintain two thousand [feet] until established on the final approach course, cleared v-o-r d-m-e alpha approach." The pilot replied, "cleared d-m-e alpha approach."

The approach controller then reiterated the requested speed of 180 knots until CLIFO intersection, and instructed the pilot to contact the Teterboro air traffic control tower.

At 1722:39, the pilot established radio contact with the Teterboro control tower. The tower controller replied, "one bravo charlie, teterboro, overhead left traffic runway one niner, at clifo, maintain one thousand five hundred, you're number seven to the field sir, teterboro altimeter three zero two seven." No reply from the pilot was heard on the air/ground communications tape supplied by the FAA. However, transmissions from other airplanes were recorded.

At 1725:09, the tower controller transmitted, "...one bravo charlie, I need you at one thousand five hundred sir, one thousand five hundred until you're established on the left base turn." to which the pilot replied. "one thousand five hundred."

At 1726:15, the pilot transmitted, "one bravo charlie on the right base for runway one nine."

At 1726:34, the tower controller questioned the heading of N581BC, and the pilot replied, "I'm trying to do a one eighty to follow that traffic on final."

At 1726:40, the tower controller replied, "...no sir, I want you overhead and left of the field overhead left traffic proceed directly to the west of the field, you're turning right into traffic at a thousand feet that's proceeding up the northwest sir."

The pilot replied, "o k i'm going back around what heading do you want."

At 1726:47, the tower controller transmitted, " o k sir, I need you overhead the field, I want you directly towards the George Washington Bridge on a zero nine zero heading."

The tower controller then called another airplane in the vicinity of N518BC, and stated, "seven one eight, [N59718, Piper PA-31-350, Navajo] watch for traffic, uh might be uh just off your right side is a beech baron there he made a three sixty on me out there to the west of the field." The pilot replied, "uh, we got him in sight, thank you."

The tower controller then attempted to contact N581BC; however, no replies were received.

Three witnesses located at the approach end of Runway 24 at Teterboro were watching airplanes and listening on the tower frequency. They reported seeing an airplane inbound toward the airport, and watched as it initiated a steep right turn, followed by a "sharp" left turn, after which, the airplane went straight down until they lost sight of it. The witnesses reported that the left turn followed the transmission from the tower controller, who told the pilot that he should be overhead the Teterboro airport for left traffic.

A pilot-rated witness on the ground reported that he heard the airplane fly over a residence at a low altitude and that he immediately went outside. He could see lights on the airplane, and saw it hit trees and then explode. He thought that one engine was, "fully revved", while the other engine was at a lower power setting. He reported that he was the first on scene and saw the pilot outside of the airplane. The airplane was fully engulfed in flames, and he did not observe the other occupants. He, along with an off duty volunteer fireman, moved the pilot away from the site. A few minutes later, there was an "explosion" which knocked them down. Rescue personnel arrived a few minutes later, and the pilot was taken to a hospital, where he subsequently died.

The accident occurred during the hours of darkness, at 40 degrees, 52.0 minutes north latitude, and 74 degrees, 4.82 minutes west longitude.

Other damage

The back room and rear porch of a residence was damaged. In addition, the fence, and back yard sheds of the damaged residence and neighboring residences were also damaged.

Personnel information

The pilot held a commercial pilot certificate with ratings for single and multi-engine airplanes and rotorcraft-helicopter. In addition, he held an instrument rating for airplanes. He also held a flight instructor certificate for single and multi-engine airplanes, instrument airplane and rotorcraft-helicopter. He was last issued a FAA second class airman medical certificate on April 16, 1999. The pilot's last flight review was a instrument and equipment proficiency flight check administered by the FAA in a Beech 58 on July 26, 1999.

According to his airman medical application, his flight experience was in excess of 10,000 hours, and he had flown 140 hours in the preceding 6 months. On the pilot's February 3, 1998, airman medical application, he indicated a total flight experience of 10,400 hours. On subsequent airman medical applications, he indicated a total flight experience of 10,000 + hours.

The pilot was the owner, president, director of operations, and chief pilot of Sundance Aviation. The FAA principle operation inspector (POI) from Richmond, Virginia, Flight Standards District Office (FSDO), who was assigned to Sundance Aviation, reported that he had conducted flight checks with the pilot, and believed that the pilot had above average piloting skills. The POI also reported that he thought the pilot had flown into Teterboro several times, including night and under instrument flight conditions, and was familiar with the airport.

After the accident, FAA inspectors visited Sundance Aviation, and were unable to locate the pilot's FAR 135 training file, which contained copies of his flight and ground training, and recent checkrides. In addition, family members were unable to locate the pilot's personal flying logbook.

The pilot's flight experience was reconstructed through FAA airman medical applications, and a previously submitted NTSB Form 6102.1/2 from an accident on October 18, 1996. The totals listed for the pilot were extrapolated from these records. The pilot was estimated to have accumulated an additional 600 hours since his February 3, 1998 airman medical application, for a total flight experience of