N6505V

HISTORY OF FLIGHT:

On May 8, 1997, at 1630 central daylight time, a Cessna 172RG, N6505V, owned and operated by Zapata Protein (USA), Inc., under Title 14 CFR Part 91, impacted offshore waters following a loss of control near Intracoastal City, Louisiana. The commercial pilot, sole occupant of the airplane, received fatal injuries and the airplane was destroyed. Visual meteorological conditions prevailed for the fish spotting flight and a company flight plan was filed. The flight departed the Abbeville Municipal Airport, Abbeville, Texas, at 1610.

During personal interviews, conducted by the investigator-in-charge (IIC), operator personnel and pilots reported that the pilot-in-command (PIC) of N6505V had six years of experience as a fish spotter, and during the last fish spotting season, April 1996 through October 1996, the pilot flew 763 hours. The 1997 fish spotting season began on April 21 with this PIC working the morning (0900-1300) and evening shifts (1600-dark).

On the day of the accident, the PIC had breakfast before his morning flight at 0900. Following the morning flight, the PIC and other company pilots were required to attend the second company procedures and safety meeting held during the 1997 fish spotting season. The safety meeting covered shift changes, aircraft traffic in the working area, situational awareness, GPS equipment, aircraft radio usage, and vouchers. During the safety meeting, the pilots were reminded, by the chief pilot, not to purchase and claim cooking equipment on their food voucher. The PIC was sited as an example of what not to do since he had purchased a chicken rotisserie and claimed it on his voucher. He was then asked if he was "Ok with all this" and he indicated to the chief pilot that he was. The pilots were also reminded that "chit chat chatter" over the radio was not within company policies. The PIC had been previously reprimanded by the chief pilot, over the company aircraft frequency, during the fish spotting flights, and these reprimands were heard by the other company pilots and the boat captains.

Company pilots stated that the nature of the job environment was a challenge (maneuvering, airplane traffic, helicopter traffic, weather, communication) and to meet the challenge required self induced pressure, discipline, integrity, and a conscientious personality to be successful doing the job. Company pilot's expressed the opinions that this PIC was a survivor, coper, met the job qualities, liked the pilots that he worked with, and would go out even if he was fatigued and/or not feeling well.

There was a personal camaraderie among the company pilots, and each would not want to let the other pilot's on the shift down by not flying. The company pilots were aware that the PIC had been trying to get a loan approved for purchasing land in Gorman, Texas; however, the day before the accident, they had understood from the PIC that his loan had been approved. One company pilot felt as if the PIC was upset from the safety meeting, stressed for monetary reasons, and worried for his job because production for spotting the fish was lower than the other pilots. Another company pilot felt that the PIC was very honest and did not want company personnel to think that he was stealing on his food voucher by buying the chicken rotisserie or abusing other company privileges, such as flying the company airplane home during his leave days. Another company pilot felt as if the PIC was under pressure to find a place to live because he had been offered the company trailer only until he could locate another place to live for the season. The company trailer was normally used for first time pilot's who were being evaluated for continued employment by the company.

Company pilots stated that the PIC was health conscious and worked out about 3 times per week. One of the company pilots and the PIC went to the local health club for a workout after their morning shift and the safety meeting. This company pilot was not aware of any medical problems with the PIC; however, he was aware that the PIC had been concerned about his blood pressure and was trying to develop healthy eating habits and do cardiac workouts. During the drive to the health club and the workout, the PIC commented that he was not feeling good and had not slept well the night before. The PIC did not finish the workout portion on the Stairmaster because his left leg was cramping and he did not want to push himself. The PIC went to the steam room and when the other company pilot found him, he was outside the steam room holding his head in his hands and commented that he "did it again, stayed in the steam room too long." The company pilot further stated that the PIC felt "quizzy like was going to throw up, like over doing it." The PIC took a shower before departing the health club. When the pilots returned to the company trailer, the PIC did not eat lunch and stated that he was not feeling too good and was going to lie down and take a nap before the evening flight. It was this company pilot's opinion that the PIC was "sick." At approximately 1545, the PIC exited his room and stated that he was going to the airplane. This was the first time during the 1997 fish spotting season that company pilots recalled this PIC being the first pilot to depart for the Gulf of Mexico. During the previous months, this PIC was usually the last PIC to depart during the shift changes.

During personal interviews, conducted by the IIC, and on the enclosed tape recording, the chief pilot stated that the company operates the aircraft Monday through Friday, weather permitting, with 8 pilots (one of whom is an assistant chief pilot) and the chief pilot. Each day there are four shifts (daylight-0900; 0900-1300; 1300-1600; 1600-dark) with 4 aircraft per shift. The pilots who fly the 0900 shift also fly the 1600 shift, and the pilots flying at daylight also fly the 1300 shift. The company pilots fly the airplanes at increments of 500 foot altitude separation standards and coordinate their en route locations over the radio frequency 129.27. At the shift change, the pilot coming onto the shift calls, via his aircraft radio on the company frequency of 129.27, to the pilot that he is replacing. The pilot being replaced will communicate with his replacement the location, altitude, and route for the change over flight.

During all company flights, the pilots monitor frequency 130.150 (East of Grand Isle) or 130.65 (West of Grand Isle) for other aircraft movement in the area. An aircraft penetrating the ADIZ is assigned the discrete transponder code of 6047. Aircraft operating East of Grand Isle are flown at altitudes from 500 feet MSL up to and including 5,000 feet MSL and the aircraft West of Grand Isle are flown from 1,000 feet MSL up to and including 7,000 feet MSL. When the pilots are fish spotting and working the fishing vessels, the pilots coordinate their location West of Grand Isle over the radio frequency 130.15 and 130.65 East of Grand Isle. The airplanes fly an average distance of 10 miles offshore; however, the week of the accident some of the fishing vessels were operating 18 to 19 miles offshore. Company pilots reported 7 to 8 miles of visibility with scattered clouds at 2,500 feet AGL and the winds from the southeast at 5 knots.

During the shift change on May 8, the chief pilot was flying his airplane on an east to west route. Flight routes were coordinated between the PIC of N6505V and the pilot that he was relieving for the shift change. The airplane (N6505V) was in cruise flight at 126 knots airspeed on the outbound flight, when the PIC of N6505V reported that he was crossing the beach at Ghost Town (last onshore landmark) at 1,000 feet MSL. The chief pilot recalled that 2 to 3 minutes later the PIC transmitted to his shift leader "I'm returning to the airport, I'm not feeling well." The shift leader recalled the PIC transmitting "I really feel bad and I am going back in." The chief pilot immediately called the PIC and inquired "Where are you?" There was no reply, as the chief pilot repeatedly called for 5 to 10 minutes. Other company pilots recalled the transmission as: "I am going back to the airport; I don't feel well; didn't feel good; ill; sick; not feeling good and was going back in; turning around heading back not feeling good; not feeling good little nauseated; don't feel good have to go back in." Company pilots made repeated attempts to contact the PIC on the radio; however, there was no reply. There were no reported eye witnesses to the accident.

The chief pilot initiated and coordinated search and rescue procedures with the other 8 aircraft from Intracoastal City, Louisiana, and 3 company aircraft from Cameron, Louisiana, local authorities and the Coast Guard. The aircraft was located, offshore from Intracoastal City that evening, and the pilot was recovered on May 12, 1997, offshore from Cameron.

PERSONNEL INFORMATION:

FAA pilot records and a pilot logbook, reviewed by the investigator-in-charge, revealed that the pilot obtained the commercial pilot certificate on November 29, 1979. From June 1980 through October 1984, the pilot flew 3,835.3 hours as the PIC during fish spotting flights. On November 11, 1985, the pilot logged a one hour biennial flight review in a Cessna 172. In February 1996, the pilot received 2.5 hours dual instruction in a Cessna 182.

FAA medical records revealed that the pilot was disqualified for a second class medical certificate on March 3, 1997, pending further examination. The Aviation Medical Examiner, after repeated attempts, could not get a normal blood pressure for the pilot and referred the pilot to a cardiologist. The cardiologist reported that the pilot had been under "significant stress which may be contributing to his hypertension." The pilot was diagnosed with "systemic hypertension," and his echocardiogram demonstrated "no evi...