Ryan NAVION accident near New Hartford, New York, October 22, 1996
On October 22, 1996 at about 7:26 pm local time, a Ryan NAVION, registered N4564K, was destroyed in an accident near New Hartford, New York (Oneida County airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
A loss of control for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 22, 1996 · about 7:26 pm local time
- Place
- New Hartford, New York · Oneida County · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Ryan NAVION · all NAVIONs on the register
- Registration
- N4564K · no longer on the register · serial NAV-4-1564
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot had flown 1 hour and 35 minutes in IMC conditions uneventfully. Upon arrival, the pilot was given a vector to intercept the localizer and was cleared for the ILS Runway 33 approach. Approximately one minute later the pilot reported to the tower '... on the approach' and was cleared to land. Radar data showed that the airplane intercepted the localizer path, and a left turn continued to a southwesterly direction. The airplane descended through 3,000 feet and radar contact was lost. A witness 1/4 mile from the accident site said he heard and saw the airplane pulling straight up, and he observed the right wing separate. Wreckage was located about 7 miles southeast of the airport in a wooded area, and was scattered over a distance of 200 feet. The right flap panel was suspended in a tree, 75 feet high at the accident site. The right and left wings were 102 and 93 feet southwest of the main wreckage. Inspection of the wing roots revealed the right and left wing spars were fractured at 45 degrees from the top to lower spar caps. About 1/4 mile from the accident site, the weather was reported to be 500 foot overcast with 4 miles visibility in rain showers. The attitude indicator was examined at the NTSB Lab. The NTSB report stated: '...Visual examination of the case disclosed no evidence of rotation damage.'
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.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 263 hours in all; 31 in the last 90 days; 11 in the last 30 days; 193 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, January 26, 1996
- Maximum gross weight: 3,233 lb
- Seats: 5
- Landing gear: retractable
- Engine: Continental IO 520-B (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: CGS College Park MD at 5:35 pm
- Destination: UCA Utica NY
- Flight plan: IFR
- Runway 33, 6,001 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 290° at 7 knots
- Visibility: 4 statute miles
- Sky: overcast at 500 ft; not recorded
- Temperature: 48°F (9°C), dew point 45°F (7°C)
- Altimeter: 30.00 inHg
- Observation at 7:40 pm from UCA, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.