N8436Q

HISTORY OF FLIGHT

On July 1, 2011, at approximately 1433 Atlantic standard time, a Cessna A185F, N8436Q, was substantially damaged when it impacted the waters of the Caribbean Sea near Yabucoa, Puerto Rico. The certificated commercial pilot and four passengers were fatally injured. Instrument meteorological conditions (IMC) prevailed, and no flight plan was filed for the Title 14 Code of Federal Regulations Part 91 personal flight, which departed from Benjamin Rivera Noriega Airport (TJCP), Culebra Island, Puerto Rico, destined for Mercedita Airport (TJPS), Ponce, Puerto Rico.

On July 1, 2011, the pilot of the airplane and his four passengers departed TJPS and flew to TJCP to tour the island and spend some time on its beaches.

At approximately 1416 the airplane departed TJCP on its return flight, but never arrived at TJPS. Two days later on July 3, 2011 a family member reported to the Ponce Municipal Police that the airplane was overdue. A search by local, state, and federal authorities was then initiated.

As part of that search, a review of radar data provided by the Federal Aviation Administration (FAA) was conducted. Review of the radar data revealed that after departure from TJCP the airplane initially climbed to 2,000 feet above mean sea level (msl). Approximately 5 minutes later, it descended to 1,800 feet msl. Shortly thereafter, the airplane descended to 1,600 feet and maintained that altitude for approximately 8 minutes before entering a right 270 degree turn and descending below the floor of the radar coverage area. Interpolation of radar data indicated that the airplane's rate of descent during the turn was in excess of 5,000 feet per minute.

PERSONNEL INFORMATION

According to FAA records, the pilot held a commercial pilot certificate with a rating for airplane single-engine land. He did not possess an instrument rating and therefore his commercial certificate carried a limitation that he could not carry passengers for hire at night, or on cross-country flights of more than 50 nautical miles. He was not, however, restricted from flying at night or on cross-country flights of more than 50 nautical miles on personal flights. His most recent FAA second-class medical certificate was issued on January 8, 2011. On that date, he reported that he had accrued 6,895 total hours of flight experience.

AIRCRAFT INFORMATION

The accident aircraft was a six-seat, single-engine, strut braced, high-wing airplane of conventional metal construction. It was equipped with non-retractable conventional landing gear and was powered by a fuel injected, 300 horsepower, Continental IO-520-D, 6-cylinder air cooled engine.

The airplane was equipped for operations in instrument meteorological conditions, but was not equipped with any type of weather avoidance equipment. Its instrument panel was designed around the basic "T" configuration. The attitude indicator and directional indicator were located immediately in front of the pilot, and were arranged vertically with the attitude indicator on top. The airspeed indicator and altimeter were located to the left and right of the attitude indicator, respectively. A turn and bank indicator was also installed and was mounted to the left of the directional indicator. The attitude indicator and directional indicator were powered by an engine driven vacuum system. The turn and bank indicator was powered by the airplane's electrical system.

According to FAA records, the airplane was manufactured in 1978. On December 11, 1980 it was substantially damaged during a takeoff accident when the airplane collided with trees in Ajuntas, Puerto Rico (NTSB Accident number: MIA81DKA03).

According to maintenance records, it was repaired and placed back into service on January 15, 2008. The airplane’s most recent annual inspection was completed on March 15, 2011. At the time of the inspection, the airplane had accrued 662.9 total hours of operation.

METEOROLOGICAL INFORMATION

On the afternoon of the accident, a strong tropical wave was located in the Anegada Passage southeast of the British Virgin Islands, with most of its associated weather ahead of it, as far west as the Mona Passage which is located to the west of the island of Puerto Rico.

At 1413, FAA WSR88D Doppler weather radar detected isolated thunderstorms with tops around 30,000 feet msl near and southwest of the border between the Municipality of Yabucoa and the Municipality of Maunabo. From the Yabucoa/Maunabo border northeast to the Municipality of Naguabo mostly light rain was detected, although a scattered line of thunderstorms was rapidly approaching from the east southeast with one reflectivity max core over the west side of Vieques Island near 18.10N 65.56W, another near 18.00N 65.70W, and a third near 17.91N 65.70W.

By 1419 this line of scattered thunderstorms had become better defined and by 1424 it had moved to Yabucoa and extended northeast to 18.16N 65.56W.

Three minutes prior to the accident, at 1430 the line extended from the Yabucoa/Maunabo border near 18.01N 65.85W and a segment of the line extended northeast to 18.06N 65.72W. At that time the FAA WSR88D radar detected inbound winds of approximately 47 knots at 3,752 ft MSL near 18.03N 65.83W. Thunderstorm tops were estimated near 34,000 feet msl with max reflectivity of 50-55 dBZ (very heavy rain) from 18.01N 65.85W to 18.21N 65.53W. Satellite imagery was also consistent with the data generated by the WSR88D radar and indicated that high-topped overcast conditions existed.

By 1436 the southern part of the line had moved inland over Maunabo and extended east northeast along Yabucoa’s coast to near 18.16N 65.68W, and by 1442 was inland along Yabucoa’s coast, and thereafter through 1500 continued to move rapidly northwest.

WRECKAGE AND IMPACT INFORMATION

The main wreckage of the airplane was discovered to have come to rest in 85 feet of water approximately 1 mile offshore of the Port of Yabucoa.

Underwater examination by San Juan Police Department (SJPD) divers and Forces United for Rapid Action (FURA) divers from the Puerto Rico National Police, revealed that that the airplane had broken apart during the impact sequence and wreckage existed within an approximate 75 foot area on the ocean floor with the main cabin area near its midpoint. The left wing was separated from its mounting location and the right wing was fragmented. The engine was still in its normally mounted location however, the propeller had separated from the engine, the engine mounts were broken, and the engine was only attached to the firewall by its Bowden cables. The forward fuselage was crushed and its top was peeled back. The remains of the cabin were filled with sand, silt, and debris. The aft fuselage was intact and the vertical stabilizer was still attached.

On July 18, 2011, the main wreckage was recovered. Examination of the wreckage revealed no evidence of any preimpact malfunction or failure of the airplane or flight control system and damage patterns existed that were consistent with a water impact.

The left wing exhibited multiple areas of crush and compression damage. Portions of the left aileron were still attached to its mounting location, and the left wing flap was still attached to its mounting location. The pitot tube was clear of obstructions and the fuel tank cap was closed. The wing tank fuel strainer was clean, and the fuel sending unit float assembly was functional.

The right wing was fragmented into multiple sections. The sections exhibited multiple areas of tearing, shearing, crushing, and compression damage. The right aileron was torn and fragmented and the right flap was fragmented. The fuel tank cap was closed. The wing tank fuel strainer was clean and the fuel sending unit float assembly was functional.

The rudder was still attached to the vertical stabilizer. The right horizontal stabilizer was missing its leading edge and it was bent aft and up, and its sheet metal surface was separated in multiple places from its internal structure. The right elevator was separated from the horizontal stabilizer and was not recovered; however an underwater photograph showed it was intact. The left horizontal stabilizer exhibited crush and compression damage. It was bent upward near its tip and a 12 inch section of the outboard portion of its elevator was separated. The separated section of the left elevator was recovered and exhibited tearing damage.

Control continuity was established from the cockpit to the breaks in the system which showed evidence of failure in tensile overload and from the breaks in the system to the left and right aileron bellcranks, the elevator bellcrank, and the rudder bellcrank.

The left control yoke tube was observed separated from the aileron control cable sprocket. The left aileron control cable was separated in tension overload in the aft door post near the wing root. The right control yoke tube remained attached to the sprocket and the right aileron cable was separated in tension overload in the forward cabin floor assembly area and near the wing root. The left rudder cable was continuous from the torque tube to the rudder bellcrank while the right rudder cable was separated in tension overload in the forward cabin floor assembly area. The elevator push/pull tube was separated from the base of the control column; control cable continuity was complete from the forward bellcrank to the elevator. The forward stabilator trim cable was separated in tension overload in the aft fuselage. The aft stabilator trim cable was continuous. Examination of the stabilator trim actuator indicated the stabilator was approximately 6-7 degrees stabilator down. Examination of the flap actuator indicated the flaps were extended approximately 20 degrees.

Examination of the cockpit area components revealed that the pilot's door, pilot's window, and baggage compartment door were closed and latched. The primer was in and locked and the magneto swit...