Posted on 03/03/2003 9:59:51 PM PST by Indy Pendance
BOSTON (Reuters) - Three small boys miraculously survived a plane crash in a remote Massachusetts forest that killed their mother and two brothers, and then had to endure a brutally cold night before being rescued on Monday morning with their father, who later died, police said.
The three boys, aged 2, 5 and 10, suffered severe hypothermia and were in critical condition at Albany Medical Center in New York after being plucked by helicopter from the wooded, mountainous crash site in western Massachusetts, officials said.
Ron Ferris, who was flying his family home to New Hampshire from a Florida vacation, survived the crash but had severe hypothermia and suffered a cardiac arrest and died on Monday night at Fairview Hospital in Great Barrington, Massachusetts. A hospital spokeswoman said the cause of death was not yet known.
"It is quite miraculous anyone did survive," said Sgt. David Paine of the Massachusetts state police. "It's a very rugged area out there."
Rescuers had to drop down by cable from a hovering New York state police helicopter to lift the father and boys from the crash site, where the plane's cabin was intact, police said.
Ferris was flying his wife and five sons home to Swanzey, New Hampshire, from Florida when he reported build-up of ice on the wings of his Piper Cherokee on Sunday evening over a rural area near the borders of New York, Massachusetts and Connecticut.
He changed his flight plan and told flight controllers shortly after 6:30 p.m. he would try to land at an airfield in Great Barrington, Massachusetts.
Paine said the plane's emergency beacon transmitter activated after midnight, sparking fears the aircraft had crashed, and the New York police helicopter crew found the wreckage about 10:30 a.m. on Monday.
The plane was discovered in the Beartown State Forest in western Massachusetts, where up to 4-feet of snow was on the ground. During the night, Arctic air and high winds sent temperatures plunging to near zero degrees Fahrenheit (minus 18 Celsius).
Maj. Bruce McAleavey of the New York state police said the survival of the four family members was "absolutely amazing."
"The cold was brutal," he added.
Family friend Peter Dower described the Ferris family as "hard working and tight knit."
"Not knowing who survived and who didn't is a Catch-22," Dower said. "You need to know, but you don't want to."
What took rescuers so long to home in on the transmitter? Just curious.
Thank you for the follow-up, IP. My heart goes out to the surviving boys and their extended family.
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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 March 2, 2003, about 1854 eastern standard time, a Piper PA-32-300, N4072R, was substantially damaged when it collided with terrain in Monterey, Massachusetts. The certificated private pilot and three passengers were fatally injured, and three passengers sustained serious injuries. Instrument meteorological conditions prevailed and an instrument flight rules (IFR) flight plan had been filed for the flight destined for the Dillant-Hopkins Airport (EEN), Keene, New Hampshire. The personal flight was conducted under 14 CFR Part 91.
The airplane was owned by the pilot, and based at EEN. On February 21, 2003, the pilot, his wife, and five children departed EEN for a trip to Florida. On the day of the accident, the pilot departed Lakeland, Florida, and flew to the Siler City Municipal Airport (5W8), Siler City, North Carolina. According to personnel at 5W8, the airplane was "topped off" with 48.71 gallons of aviation gasoline.
According to the pilot's brother-in-law, the pilot's wife called him from North Carolina, to inform him that they were "unsure" of the weather at Keene and would be flying to Utica or Hamilton, New York, to stay with him. The pilot's wife stated she would call back when they were about a half-hour from landing, so he could pick them up at the airport.
According to initial information obtained from the Federal Aviation Administration (FAA), about 1431 the pilot contacted the Raleigh Durham flight service station, and received a weather briefing for a flight from 5W8 to EEN. The pilot and his family departed 5W8 about 1513, and shortly after takeoff, the pilot activated a visual flight rules (VFR) flight plan. While en route, the pilot contacted the Washington flight service station to receive a weather briefing, and then filed an IFR flight plan to EEN with Harrisburg air traffic control.
The pilot's brother-in-law stated he received a call from his sister at approximately 1738, who informed him that they were flying over Wilkes-Barre, Pennsylvania. She further stated that the weather at Keene was clearer then they expected, and they were going to fly to Keene, and get the boys home in time for school the next day.
About 1813, the airplane was at 5,000 feet msl, and west of Stewart International Airport, Newburgh, New York, when the pilot checked in with New York terminal radar approach control (TRACON).
About 1818, the pilot reported picking up some ice, and requested a lower altitude. The airplane subsequently descended to 4,000 feet.
About 1833, the airplane was handed off to another controller and the pilot requested "direct" to EEN.
About 1843, the pilot stated he did not like the weather near his destination, canceled his IFR flight plan, and requested VFR advisories to Barnes Municipal Airport, Westfield, Massachusetts.
About 1844, the pilot reported leaving 3,700 feet, to cruise VFR at 2,500 feet. The airplane's last radar target observed from the New York TRACON was about 9 miles south of the accident site, at an altitude of 2,200 feet.
The airplane was located by search and rescue personal about 1300, on March 3, 2003.
The airplane struck trees and terrain on the south-southeast side of Mt. Wilcox, in Beartown State Forest, approximately 7.5 miles east-northeast of GBR. The airplane impacted and came to rest in a wooded area, at an elevation of about 1,920 feet msl. The terrain sloped upward, and the majority of trees surrounding the accident site were between about 30 to 50 feet in height. Additionally, the ground was covered with snow, which extended to a depth of about 3 feet.
All major components of the airplane were accounted for at the accident site. The airplane came to rest on it's left side. Both wings separated during the impact sequence and were strewn along a debris path that was oriented about a 325 degree heading, and extended about 100 feet. Additionally, several freshly broken tree branches were observed along the debris path, which included pieces of 2-inch diameter wood, with cut ends at 45-degree angles, and black paint transfer present on the cut surfaces.
The engine remained attached to the airframe. Examination of the right side of the engine, which included a borescope examination of cylinders 1, 3, and 5, did not reveal any evidence of a catastrophic engine failure. Additionally, the 1, 3, and 5 spark plugs were removed. Their electrodes were intact, gray in color, and exhibited minor combustion deposits.
The airplane and engine were recovered from the accident site on March 7, 2003, and were retained for further examination.
The pilot held a private pilot certificate with an airplane single engine land rating. He also held an instrument rating. The pilot reported 300 hours of total flight experience on an application for an FAA third class medical certificate, which was issued on May 9, 2000.
According to a mechanic who maintained the airplane, the airplane was configured to seat seven individuals, in a 2-3-2 configuration, with all seats facing forward. The mechanic also reported the airplane's most recent annual inspection was performed on September 10, 2002. Additionally, the mechanic was not aware of any problems or "squawks" with the airplane.
The weather reported at the Barnes Municipal Airport (BAF), about 28 miles east of the accident site, with an elevation of about 271 feet, at 1853, included: wind from 040 degrees at 5 knots; visibility 1/2 statue miles, with mist; scattered clouds at 100 feet, overcast ceiling at 3,100 feet; temperature 1 degree Celsius; dew point -1 degree Celsius; altimeter 29.40 in/hg.
The following Airman's Meteorological Information (AIRMET) reports were valid and included the accident site location:
An AIRMET for IFR conditions was issued at 1645, and was valid until 2200. It stated:
Widespread ceiling below 1,000 feet and visibility below 3 statue miles with precipitation and mist. Conditions ending in southeastern New York/Long Island, Connecticut, and Rhode Island from southwest to northeast between 1800 and 2000. Conditions ending in northern and western Massachusetts, southern New Hampshire, southwestern Maine from southwest to northeast between 2000 and 2200. Conditions elsewhere continuing beyond 2300, ending 0100, on March 3.
AIRMETs for icing and turbulence were issued at 1545, and were valid until 2300. The icing AIRMET indicated the following:
Occasional moderate rime or mixed icing in cloud and precipitation between 4,000 and 15,000 feet. Conditions continuing beyond 2300, ending between 0000 and 0200, on March 3.
The AIRMET for turbulence indicated:
Occasional moderate turbulence below 8,000 feet. Conditions continuing beyond 2300 through 0400, on March 3.
The weather reported at the Dillant-Hopkins Airport (EEN), about 70 miles northeast of the accident site, with an elevation of about 488 feet, at 1855, included: calm winds; visibility 1/2 statue miles; overcast ceiling 100 feet; temperature 1 degree Celsius; dew point -1 degree Celsius; altimeter 29.39 in/hg.
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