N99WD

HISTORY OF FLIGHT

On February 1, 2001, at about 1951 eastern standard time, a Piper PA-32-300, N99WD, registered to Aerolease Of America Inc., crashed into the Florida Bay, about 12.7 nautical miles northeast of Marathon, Florida. The flight was operating as a 14 CFR Part 91 public use intercept training flight with a Coast Guard HU-25, tail number 2135. Visual meteorological conditions prevailed and no flight plan was filed. The airplane was destroyed. The United States Coast Guard Auxiliary private pilot and aerial observer were fatally injured. The flight originated from Opa Locka, Florida, as Coast Guard Aux 113, about 1 hour 22 minutes before the accident. The United States Coast Guard located the wreckage on February 2, 2001.

The aircraft commander of Coast Guard 2135 stated they were conducting air intercept training with Coast Guard Auxiliary aircraft N99WD. N99WD was initially flying north and south in the vicinity of the Dade-Collier Airport acting as a target aircraft. They moved to another area due to traffic. They moved further south over the Everglades. N99WD was at 1,500 feet and they were at 1,000 feet in a 1/2-mile trail position. As they were approaching the Flamingo ranger station N99WD was asked if he was comfortable continuing for an additional 2 to 3 miles so they could stabilize there position. N99WD stated there was no problem, and that he had a visual on the Marathon Airport located about 25 miles to the south. About 1-1 1/2 minutes later, N99WD stated it was getting a bit hazy. He informed N99WD and the crew of 2135, that they would be breaking off and turning to the north to get separation for another intercept. They accelerated to 230 knots and asked N99WD to proceed north at a slower speed to allow separation. N99WD responded, "I'm IMC maintain 180 degrees." He informed N99WD that they were well to the north and that there was no conflict with their aircraft. Multiple calls were made on the primary, emergency and the Marathon UNICOM frequency with negative response from N99WD. They contacted the Operations Duty Officer in Miami and asked them to initiate lost communications procedures and to launch a helicopter to begin a search. In addition, they returned to the Flamingo ranger station and began a track line search monitoring the primary and emergency radio procedures. After the Coast Guard helicopter arrived they departed back to Miami to refuel and to get night vision goggles to assist in the search.

Review of NTAP radar data reveals that Coast Guard 2135 started a right turn to the north at 00:47:32 (19:47:32 EST) and was at an altitude of 1,000 feet. At 00:47:20, N99WD is southbound at 1,600 feet. At 00:47:56, N99WD is observed on radar at 1,600 feet in a slight left turn southbound and then starts a turn back to the right at 00:48:08. The airplane is observed to make another left and right turn maintaining 1,600 feet. At 00:49:47, N99WD starts a left turn and stops the turn on a north east heading at 1,500 feet. At 00:50:47, N99WD starts a right turn. The last recorded radar hit is at 00:51:08, at 1,500 feet.

PERSONNEL INFORMATION

Review of information on file with the FAA Airman's Certification Division, Oklahoma City, Oklahoma, revealed the pilot was issued a temporary private pilot airman certificate on December 23, 2000, with ratings for airplane single engine land, instrument airplane. Review of the pilot's logbook revealed he had recorded as logged 1,586 total hours of which 1,414 were as pilot-in-command (PIC). He recorded 1,375 hours in the PA-32-300, all of which were as PIC. He had recorded 149 night hours of which 123.2 were as PIC. He had recorded 24.6 hours instrument, 11.6 were as PIC. He had recorded 28 hours simulated instrument, of which 16.8 were as PIC. The pilot had flown two instrument flights for .8 hours since obtaining his instrument rating on December 23, 2000. The pilot held a third class medical certificate issued on February 16, 2000, with the following restrictions: "Must wear lenses for distant vision and must possess glasses for near vision. Valid for 12 months following the month examined." At the time of the medical examination the pilot recorded that he had accumulated 1,050 total flight hours.

Review of records on file with the U.S. Coast Guard Auxiliary revealed that the pilot was initially interviewed as a prospective member of the U.S. Coast Guard Auxiliary on November 20, 1998. He completed an enrollment application and was issued an ID card as a basically qualified member on November 27, 1998, and was subsequently designated as an Auxiliary Air Observer on January 28, 1999. On February 23, 1999, he successfully met the qualification requirements and was designated as a first pilot in the U.S. Coast Guard Auxiliary. On December 26, 2000, he was designated as an aircraft commander. He was designated as an auxiliary Aviation Coordinator-Miami, on January 31, 2000. Review of U.S. Coast Guard Auxiliary Pilot Qualifications Checklist dated December 27, 2000, the pilot recorded that he had accumulated 1,563 total flight hours of which 1,372 were as pilot-in-command In addition, he indicated he had 65 hours of instrument time and 140 hours of night time. All currency requirements required by the Commandant's Instruction (COMDINST M16798.3D) had been recorded as completed.

Review of records on file with the U.S. Coast Guard Auxiliary revealed the observer completed an application for enrollment in the U.S. Coast Guard Auxiliary on March 20, 1995, and the Director, Coast Guard Auxiliary on April 12, 1995, approved his application. He completed the Auxiliary Administrative Procedures Course, Courtesy Examiner Course, Communications Specialist Course, Auxiliary Instructor Course, Marine Dealer Visitor Course, Aerial Observers Course, Patrol Course, and Seamanship Course. All currency requirements required by the Commandant's Instruction (COMDINST M16798.3D) had been recorded as being completed.

AIRCRAFT INFORMATION

Review of maintenance records revealed the aircraft engine was remanufactured by Textron Lycoming on June 19, 2000, at Williamsport Pennsylvania, and was installed on N99WD on August 7, 2000. The last recorded annual inspection was conducted on August 7, 2000 at Hobbs time 3309.1 The last recorded maintenance performed on the airplane was on December 14, 2000, at Hobbs time 1471.3. The Hobbs meter was not recovered. The altimeter system, static pressure system, and transponder were inspected on August 8, 2000. According to the son of the deceased pilot the airplane was topped off with fuel on February 1, 2000, from his or her own fuel tank prior to the pilot departing Lantana, Florida, for Opa Locka, Florida.

METEOROLOGICAL INFORMATION

The nearest weather reporting facility at the time of the accident was Marathon Airport, Marathon, Florida. The 1953 surface weather observation was: clear, visibility 9 miles, temperature 72 degrees Fahrenheit, dew point temperature 70 degrees Fahrenheit, wind 110 degrees at 5 knots, and altimeter 30.13. Visual meteorological conditions prevailed at the time of the accident.

Review of sun and moon data obtained from the U.S. Naval Observatory Astronomical Application Department for Marathon, Monroe County, Florida, on February 1, 2001, revealed the sunset at 1810, end of civil twilight was at 1834, and its phase was awaiting crescent with only 46 percent illumination.

WRECKAGE AND IMPACT INFORMATION

The wreckage of N99WD was located submerged in about 6 feet of water, 12.7 nautical miles north east of Marathon, Florida, in the Florida Bay. The airplane was recovered and transported to Fort Lauderdale Executive Airport, Fort Lauderdale, Florida, for examination.

Examination of the crash site revealed the airplane collided with the Florida Bay in a descending attitude, right wing low on a heading of 290 degrees magnetic. The right wing separated at the wing root, and bent aft. Two feet of the upper leading edge skin sustained accordion crush, and was compressed 2 feet in height. The remainder of the upper and lower wing skin separated from the forward, main, and aft spar, and was not recovered. The wing spar is "s" shaped upward and aft. The right auxiliary fuel tank and the main fuel tank were ruptured. The aft section of the main fuel tank and fragments of the auxiliary fuel tank were recovered. The right main landing gear trunnion remained attached to the main spar. The right flap was separated 29 inches outboard of the wing root. The right aileron assembly was not recovered. The left wing was separated at the wing root and was accelerated forward. A semicircular indentation was present on the main spar 16 inches outboard of the wing root. Seventy inches of the leading edge skin was separated aft to the main spar. The main fuel tank was separated and ruptured. Fragments of the separated auxiliary fuel tank were recovered. The left aileron balance weight separated from the aileron, and the left flap assembly separated from the wing. The left main landing gear trunnion was attached to the spar. The landing gear wheel separated from the trunnion. The engine assembly separated from the engine mount and the firewall, and a small section of the upper engine cowling was recovered. The nose gear separated from the airframe, and the nose wheel was not recovered. The lower forward cockpit floor (main spar forward) was not recovered. The upper forward cabin roof was separated forward of the cabin door, and the remaining 66 inches of the cabin roof was separated and sustained accordion crush, inward and downward. The pilot and observer seatbelts and shoulder harness were in the buckled position, and both inboard attachment points were pulled and separated from the structure. The empennage separated aft of the baggage compartment. The empennage was buckled 40 inches aft of the aft baggage compartment. The left stabilator was accelerated forward. The stabilator tip separated and ...