Smith AEROSTAR 601 accident near Lake Clear, New York, July 14, 2026

The NTSB's narrative preliminary · quoted from the NTSB record

On July 13, 2026, about 2236 eastern daylight time, a Smith Aerostar 601P, N800AA was destroyed when it was involved in an accident near Lake Clear, New York. 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. According to preliminary information from the FAA, the airplane was based at Monmouth Executive Airport (BLM), Belmar, New Jersey. Earlier on the night of the accident, the pilot flew uneventfully from BLM to Adirondack Regional Airport (SLK), Saranac Lake, New York. He intended to pick up two family members and return to BLM the same evening. FAA ADS-B data were available for the inbound flight; however, the airplane did not gain enough altitude on the outbound flight for FAA ADS-B data to be recorded. SLK was located at 1,662 ft above mean sea level (msl) and runway 23 was 6,573 ft-long. Review of third-party commercial surveillance data revealed that the accident flight departed runway 23, at 2235:45. The last target was recorded 46 seconds later, at 2236:31, indicating a location about 1 mile from the departure end of the runway. The data also indicated that the airplane reached a maximum height of about 125 ft above ground level (agl), before descending and leveling off at 75 ft agl for the last five recorded targets, spanning 12 seconds. During that time, the groundspeed increased from 151 knots to 169 knots. Review of home security video near the accident site revealed an engine sound at 2236, followed by the sound of collision with trees. The wreckage was located about 4 hours later by first responders, and a postimpact fire had consumed a majority of the airplane. A debris path was observed in a nearby forest, beginning with a section of right wingtip, located about 1-mile beyond the departure end of runway 23. The debris path extended on a 230° magnetic course for about 1/2 mile, to the main wreckage. Severed trees, a section of right flap, and a small section of lower empennage were also located along the debris path. The wreckage came to rest flat and upright, oriented on a magnetic heading of 180°, at an elevation about 1,668 ft msl. All major components of the airplane were identified. Both engines were located near the main wreckage and both propellers remained attached to their respective engine. The empennage was located next to the left engine, and sections of both wings were identified near the main wreckage. The cockpit and cabin were consumed by fire. The pilot held a private pilot certificate with ratings for airplane single engine land, airplane single-engine sea, airplane multiengine land, instrument airplane, and rotorcraft helicopter. He reported a total flight experience of 1,025 hours on an application for an FAA third-class medical certificate, dated December 17, 2025. The pilot obtained an instrument rating on October 3, 2024. At that time, he reported a total flight experience of 890 hours; of which, 102 hours were at night. The airplane was manufactured in 1976 and powered by two Lycoming IO-540, 290-hp engines, each driving a three-blade Hartzell constant speed propeller. The airplane’s most recent annual inspection was completed on February 2, 2026. At that time, the airframe had accumulated 4,094 total hours of operation. The left engine had accumulated 79 hours since major overhaul (SMOH) and the right engine had accumulated 780 hours SMOH. Review of FAA Terminal Procedures, takeoff minimums for runway 23 at SLK, revealed instructions to climb 316 ft for every 1 nautical mile traveled, to ensure obstacle clearance, or perform a visual climb over the airport to 2,500 ft msl. The wreckage was retained for further examination. Additionally, a copy of the home security video was forwarded to the NTSB Vehicle Recorders Laboratory for sound spectrum study.

The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.

Other NTSB records under N800AA the same tail number, which may have belonged to a different aircraft at the time

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