Cessna bw mailplane1/30/2024 ![]() ![]() The controller made 17 additional attempts to communicate with the pilot over a period of about 5 minutes. The pilot did not respond, and the airplane continued on the 030° heading toward mountainous terrain with elevations above the airplane's 4,000-ft altitude. The controller immediately responded to the pilot and provided him instructions to turn left and climb to 6,000 ft msl. About 3 minutes after the controller issued the initial heading and altitude change, the pilot transmitted that he was still on the 030° heading. Despite 10 attempts by the controller to reach the pilot, no response was received. A short time later, the controller issued the pilot directions to turn left to a heading of 290° and descend to 3,000 ft msl for a radar vector to the final approach course. The new controller provided the pilot with an altimeter setting and approach information, which the pilot acknowledged receiving. The pilot complied with the instructions and was told to change frequencies to another ATC sector. As the flight neared its destination, the pilot was instructed to turn the airplane to a heading of 030° and maintain an altitude of 4,000 ft mean sea level (msl). Throughout the first portion of the flight, the pilot was in contact with air traffic control (ATC) controllers. The instrument-rated private pilot departed in the airplane on a cross-country flight under daytime instrument meteorological conditions (IMC). The Museum acquired the aircraft in 1990.Aviation Accident Factual Report - National Transportation Safety Boardĭefining Event: Controlled flight into terr/obj (CFIT)įlight Conducted Under: Part 91: General Aviation - Personal Recovered from the crash site in 1980, it was restored and flown by Ty Sundstrom. ![]() Orville Melchior in 1932 after a crash near Paso Robles, California. The Museum's aircraft was eventually abandoned by a Mr. It suffered multiple accidents and repairs over the course of its career.īoth C/N 1 and 9 changed owners several times during their early years. C/N 9 was registered to the Frank Baker Aircraft Company in Culver City, California in October 1927. It was then sold to a private buyer, repaired, and re-equipped with a Hisso powerplant. C/N 1 flew PAT's Seattle-Los Angeles route until it was involved in an accident on Christmas Day in 1926. It may be the first Ryan M-1 airframe built, Construction Number (C/N) 1, or possibly C/N 9. ![]() Charles Lindbergh commissioned the Ryan Company to build this long-range derivative of the M-1 (and follow-on M-2) specifically for his New York-to-Paris flight in 1927.Įarly records of the Museum's M-1 are incomplete. The M-1 bears a strong resemblance to another Ryan type, the famous Ryan NYP Spirit of St. Curtiss OX-5 and Super Rhone engines were evaluated but found unsatisfactory and not used in production. M-1s flew primarily with 200-horsepower Wright Whirlwind J-4B and occasionally with 150-horsepower Hispano-Suiza A-150 engines. Five of PAT's original M-1s were lost to accidents. The route posed serious hazards, including mountainous terrain, poor weather, and inadequate navigation aids. Primarily carrying air mail, PAT's original six-plane fleet of M-1s linked Seattle, Portland, San Francisco, and Los Angeles. patent.įlying M-1s (with Claude Ryan's direct assistance), Oregon-based airline Pacific Air Transport (PAT) initiated the first West Coast commercial air service beginning on September 15, 1926. Preceding the era of aircraft type certificates, the M-1 was instead granted a U.S. It also incorporated side doors for easy access. In addition to its pilot, it could carry two passengers and 300 pouds of mail - or 600 pounds of mail only. Taking flight on February 14, 1926, it was developed to serve privately operated airlines and was the first production monoplane manufactured the United States. Claude Ryan's first original aircraft design.
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