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.
https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N677DM
- History of Flight:
On October 6, 2025, at about 1048 local time, a Cessna 172S Skyhawk SP, N677DM, registered to AA-Aero Inc and being operated by Air Fleet Training Systems Inc, both out of Fairfield, NJ, sustained substantial damage following a landing accident at Greenwood Lake Airport (4N1), West Milford, New Jersey. There were no reported injuries. The flight originated from the Caldwell-Essex County Airport (CDW/KCDW), Fairfield, New Jersey, at about 1033 LT.
The airplane was based out of KCDW and frequently flew local flights around the airport.
According to ADS-B data, the airplane departed runway 28 at KCDW and entered a climbing right turn to an inflight altitude of 2,100 ft. 10 minutes later, at 1043, the airplane started a descent towards 4N1. At 1044, the airplane turned left and entered a left pattern for runway 24 while flying at 1,400 ft. At 1447:01, the airplane started a downwind for the runway turn while descending through 1,100 ft. At 1047:56, the airplane overshot the runway centerline and began a base-to-final turn. The reported groundspeed was 54 knots, and altitude was 700 ft, with an average rate of -640 feet per minute (fpm). At 1048:11, the airplane was at 500 ft, 53 knots GS, -900 fpm, when it entered a slight deviation to the right, in what appeared to be a correction to reach the runway. The last ADS-B return was recorded at 1048:17, the airplane was at 500 ft, 48 knots groundspeed, and descending 770 fpm.
The airplane came to rest upright (and nosed over) on the runway threshold. There was no post crash fire. The wreckage consisted of the entire airplane. Both wings and tail remained attached to the airframe, and all the aforementioned parts sustained impact damage. The impact appears consistent with a hard landing following an unstabilized approach/aerodynamic stall/spin entry.
4N1 features a single asphalt runway 6/24 that is 3471 ft long and 60 ft wide. The airport field elevation was 789.6 ft. According to one of the airport remarks; "ARPT SUBJECT TO GUSTING WIND & FREQUENT CROSSWINDS."
According to the Cessna 172P Pilot Operating Handbook (POH):
- STALL SPEED:
- Flaps Up, Power Off .............................. 53 KCAS
- Flaps Down, Power Off ........................... .48 KCAS
- Additional Information:
According to NTSB Safe Alert SA-077 "Stabilized Approaches Lead to Safe Landings";
The problem
Failing to establish and maintain a stabilized approach, or continuing an unstabilized approach, could lead to landing too fast or too far down the runway, potentially resulting in a runway excursion, loss of control, or collision with terrain.
Regardless of the type of aircraft, the level of pilot experience, or whether the flight is being conducted under instrument flight rules or visual flight rules, a stabilized approach is key to maintaining control of the aircraft and ensuring a safe landing.
- What can pilots do?
Follow SOPs and industry best practices for stabilized approach criteria, including a normal glidepath, specified airspeed and descent rate, landing configuration (flaps, gear, etc.), appropriate power setting, landing checklists, and a heading that ensures only small changes are necessary to maintain runway alignment. Guidance and tips (see the “Interested in more information?” section) indicate that, in most cases, the approach should be stabilized by 1,000 ft in instrument conditions or 500 ft in visual conditions. If the approach becomes unstabilized at any time after that, go around.
• Practice go-arounds and missed approaches so that you are comfortable with the procedures when needed. Remember to establish personal minimums for all types of operations, including go-arounds and missed approaches.
• Use effective single-pilot resource management or crew resource management. A stabilized approach begins with an effective approach briefing. Ensure that you understand critical aspects of the approach, such as the minimum safe altitude, hazards, approach conditions, and missed approach procedures.
• Do not allow perceived operational pressures (for example, from air traffic controllers, passengers, etc.), continuation bias, or last-minute runway changes to influence your decision to execute a go-around; if your approach is not stabilized, go around.
• Never attempt to “save” an unstabilized approach. If the approach becomes unstabilized, conduct an immediate go-around. Remember, when two pilots are on duty, either crewmember may call for a go-around at any time.
https://www.ntsb.gov/Advocacy/safety-alerts/Documents/SA-077.pdf
- Weather:
METAR KFWN 061353Z AUTO 21005KT 10SM CLR 19/13 A3031 RMK AO2 SLP262 T01890128
METAR KFWN 061453Z AUTO VRB04KT 10SM CLR 23/13 A3029 RMK AO2 SLP256 T02280133 58005
