N45BTStoddard Hamilton GLASAIR II SUPER FT · 2003

On September 27, 2025, at 1418 eastern daylight time, an experimental, amateur-built Glasair Super II FT, N45BT, was destroyed when it was involved in an accident near Wallkill, New York. The pilot sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Preliminary Automatic Dependent Surveillance – Broadcast (ADS-B) data provided by the Federal Aviation Administration (FAA) indicated that the airplane departed Sky Manor Airport (N40), Pittstown, New Jersey, about 1040, and repositioned to Kobelt Airport (N45), Wallkill, New York, about 1127.

Family members reported that the pilot joined a group of seven other pilots and their respective airplanes that had convened for lunch at N45. Witnesses reported that, following the group gathering, the accident airplane was the last of the eight to depart, with the other seven departing in 1–2-minute intervals ahead of it. A witness near the accident site reported that, during the initial climb, immediately after takeoff from runway 3, the airplane pitched nose-up and entered about a 45° left climbing turn. The airplane’s left wing struck the windsock pole located near the runway, which had been constructed from a telephone pole. The airplane then impacted the ground, and a postimpact fire ensued. The witness further stated that the sound from the airplane’s engine was smooth and consistent with the engine producing power until impact.

The airplane came to rest inverted on a 55° magnetic heading about 166 ft west of the runway. The accident site was a relatively flat grassy area at an elevation of about 410 ft mean sea level. The first identified point of impact was the fallen windsock pole located about 1,100 ft from the runway threshold and about 78 ft west of the runway centerline. The wooden pole was about 18 ft in length with a diameter of about 9 inches. An impact mark that contained composite material was observed about 4 ft from the top of the pole. The wreckage path was about 250 ft long and oriented on a magnetic heading of about 355°. The left aileron and wingtip were located near the initial point of impact. The second point of impact was a ground scar consistent with a propeller strike, located about 190 ft from the initial point of impact (see figure. 1). All major components of the airplane were located at the accident site.

Figure 1- Annotated New York State Police photograph of the accident site.

The airframe was mostly consumed by the postimpact fire. The instrument panel was destroyed leaving no observable/functional instrumentation or gauges. The throttle, mixture, and propeller controls were noted in the forward positions, and their control cables were impact separated from the engine. Both wings, flaps, and right aileron were mostly consumed by fire. The flaps were noted in the up position. The left aileron and wingtip were impact separated from the wing. The right aileron remained attached to the wing and its control tubes were continuous to the cockpit. The elevator and rudder remained attached to their mounts and exhibited thermal damage. The rudder control cables remained attached to the rudder pedal assembly and were continuous to the rudder bellcrank. Flight control continuity was established from the cockpit to the flight control surfaces through impact and thermal separations.

The left- and right-wing fuel caps remained attached to their receptacles and both fuel tanks were breached from impact and thermal damage. The fuel selector valve was observed in the main position, and continuity was established through the valve to both fuel tanks. The electric fuel boost pump and a majority of the fuselage mounted fuel lines were destroyed. The gascolator exhibited impact and thermal damage, and its bowl and screen were free of debris.

The engine remained attached to the engine mount and a separated section of the firewall. Thermal damage was noted to the engine’s accessory section. The engine was equipped with a dual electronic-type ignition system. The sparkplug electrodes were undamaged and exhibited normal coloration and wear when compared to the Champion spark plug chart. The ignition’s coils and control modules were destroyed. Oil was observed in the sump, and the oil pump suction screen was clear of debris.

Crankshaft continuity to the rear gears and valvetrain continuity was established during rotation of the crankshaft. Compression and suction were attained on all four cylinders, and no anomalies were noted to the interior of the cylinders during examination with an illuminated borescope. The exhaust system exhibited impact damage but there were no obstructions or anomalies noted to the heat muff.

The fuel injectors and lines were clear of obstructions. The fuel servo and engine driven fuel pump remained attached to the engine and their internal diaphragms exhibited thermal damage. The fuel servo’s throttle plate was in the open position, and the mixture was noted in the rich position. The throttle and mixture control cables were thermally separated. The fuel inlet screen was clear of debris.

The two-bladed aluminum controllable pitch propeller was impact separated from the engine. One propeller blade was deformed about 90° over the cambered side and exhibited leading-edge gouges and chordwise abrasions to its outboard area. There was no visible deformation or leading-edge damage noted to the other blade. The composite propeller spinner was fragmented.

The wreckage was recovered and retained for further examination.