N297AS

HISTORY OF FLIGHTOn July 16, 2014, about 1745 eastern daylight time, a Piper PA-32R-301T, N297AS, was substantially damaged when it impacted the water near North Captiva Island, Florida. The airplane departed from Page Airport (FMY), Ft. Myers, Florida about 1735 with an intended destination of Salty Approach Airport (FL90), Ft. Myers, Florida. Day, visual meteorological conditions prevailed and no flight was filed. The private pilot was fatally injured. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91.

Numerous witnesses reported that the airplane appeared to be departing from FL90. Some of those accounts stated that the airplane "was having a hard time trying to climb" or "that it appeared that the pilot was trying to build up speed to gain elevation" prior to the left wing making contact with the water. One eyewitness, who was familiar with the pilot, reported that the pilot had flown in earlier in the afternoon with a load of tile and the accident flight was the second trip for the day. Another eyewitness reported that the airplane appeared to be "taking off attempting to recover [from] an aborted landing and did not have the airspeed to recover." Several of the witnesses reported that they audibly observed the engine operating at the time of the accident. Some of the witnesses reported the airplane was about 7 feet above the ground when it passed over the beach. PERSONNEL INFORMATIONAccording to Federal Aviation Administration (FAA) records, the pilot held a private pilot certificate for airplane single-engine land with a rating for instrument airplane. His most recent third class medical certificate was issued on October 22, 2013. The pilot's flight logbook was located in the forward baggage compartment of the airplane. The logbook was saturated with water and considerable damage was done to the edge of the logbook; however, some pages were separated and on the last full page of handwritten entries indicated that the pilot had accumulated 2,018.7 total hours of flight experience. The subsequent page had four entries of 0.5 hours each, for a total flight experience of 2,020.7 hours; however, those entries were not dated. AIRCRAFT INFORMATIONAccording to FAA records, the airplane was issued an airworthiness certificate on December 10, 1999, and was registered to Howard Aviation on June 11, 2007, and the pilot was listed as the "president." It was powered by a Lycoming TIO-540-AH1A engine and driven by a Hartzell propeller model HC-I3YR-1RF. A review of copies of maintenance logbook records showed an annual inspection was completed on January 13, 2014, at a recorded Hobbs meter reading of 1,225 hours and indicated an engine total time in service of 1,225 hours. The Hobbs hour meter was observed at the accident site and indicated 1267.5 hours. METEOROLOGICAL INFORMATIONThe 1745 recorded weather observation at FMY, located approximately 20 miles to the east of the accident location, included wind from 330 degrees at19 knots with gusts of 30 knots, visibility 1 3/4 miles with thunderstorms in the vicinity and light rain, scattered clouds at 2,400 feet above ground level (agl), broken clouds at 3,400 feet agl, overcast at 5,500 feet agl, temperature 26 degrees C, dew point 23 degrees C and barometric altimeter 29.99 inches of mercury. The remarks section included a peak wind at 1741, lightning in all quadrants surrounding the airport, rain began at 1745 and a thunderstorm was present between 1727 and 1744.

No witnesses or first responders reported lighting, rain, or adverse winds in the vicinity of FL90 at the time of the accident. AIRPORT INFORMATIONAccording to FAA records, the airplane was issued an airworthiness certificate on December 10, 1999, and was registered to Howard Aviation on June 11, 2007, and the pilot was listed as the "president." It was powered by a Lycoming TIO-540-AH1A engine and driven by a Hartzell propeller model HC-I3YR-1RF. A review of copies of maintenance logbook records showed an annual inspection was completed on January 13, 2014, at a recorded Hobbs meter reading of 1,225 hours and indicated an engine total time in service of 1,225 hours. The Hobbs hour meter was observed at the accident site and indicated 1267.5 hours. WRECKAGE AND IMPACT INFORMATIONThe airplane was located in 8 to 10 feet of water, approximately 200 yards west-southwest of the extended centerline of the runway designated "W." The main wreckage was located at coordinates 26:36'215N 082:13.640W. The airplane was resting its left side on the sea floor. The left wing separated during the impact sequence and was originally found at coordinates 26:35'250N 082:13.670W. The engine remained attached to the airplane and was collocated with the main wreckage. The airplane came to rest on a magnetic heading of approximately 340 degrees.

The airplane was recovered utilizing three lifting air bags. During recovery the tie straps damaged the right wing in the vicinity of the aileron. The stabilator and left wing could not be located utilizing sonar or visual sighting.

Post recovery examination of the wreckage and witness statements indicated that the airplane impacted the water in a left wing low attitude. The fuselage was placed on a hangar floor for the examination. The right wing was removed to facilitate transportation and the left wing was not located at the accident location. The nose gear as viewed was in the nose wheel well; however, the hydraulic extension ram was extended and bent aft during the accident sequence. The right main landing gear was impact-separated at the attach point; however, the hydraulic ram was extended 8 inches, correlating to the right main landing gear being extended and locked at the time of impact. The flap jackscrew was measured at 3 exposed threads, which correlated to a flaps 40 position or fully extended position.

Porcelain tiles and two wooden pallets were located, unsecured in the cabin section of the airplane. The tiles and pallets were removed and weighed, on a scale; the contents weighed a total of 666 pounds. A placard located on the aft wall of the cargo compartment indicated that 609 pounds was the maximum allowed cargo weight.

Fuselage

The fuselage remained intact; the left cargo/passenger door remained attached, had an approximate 8 inch gouge just aft of the forward hinge point, and the cabin had a gouge on the roof approximately 6 inches above the pilot, or left side, window. The windows remained in position; except for the pilot side windscreen and pilot side window, which were not located. The forward cabin door remained attached and during recovery the locking mechanism operated normally; however, during post recovery examination the door was slightly ajar and would not lock into position. The airplane was equipped with two front seats; the four aft passenger seats were removed sometime prior to the accident flight. The pilot seat exhibited torsional twist to the left, similar to the torsional twist of a mass in place at the time of impact. Both seats remained on their respective seat tracks and locked in place. Seat restraints were located and all were unremarkable, operated normally with no abnormalities noted and exhibited no web stretching. The two front seatbelts were unlatched when found. No cargo securing mechanism was noted in the accident aircraft other than the passenger seatbelts and a single cargo strap that were found folded and stowed inside the aircraft.

Cockpit

The instrument panel remained attached and the "L Mag" and "R Mag" switch on the ceiling were in the "ON" position. All instrumentation remained attached and the turn and bank indicator indicated a left bank turn. The control "T"-bar and the sprockets and chains remained attached; however, binding was noted at the base of the "T"-bar. Removal of the channel cover indicated that the floor had a slight buckling and manipulation of the buckling allowed the control cables to operate. Control cable continuity was traced to all the cable breaks from the associated attach points and the breaks had the appearance of broomstrawing at the fracture points. The right side aileron balance cable was cut to facilitate transport to the salvage yard. The fuel selector valve indicator and fuel selector valve both indicated that the right fuel tank was selected. The throttle, mixture, and propeller levers were in the full forward positions. The throttle was operated and was confirmed operating through the full arc of operation at the throttle linkage. The fuel pump and air-conditioner switches were found in the "OFF" positions. The landing gear lever was in the "DOWN" position and the gear switch was bent to the right. The flap handle was in the "40 degree" or full flap position.

Empennage

The vertical fin and rudder remained attached; however, the stabilator was impact-separated from the fuselage and was not recovered. The impact damage was consistent with overload fractures. The rudder was attached to the vertical fin at its hinge points and control cable continuity was confirmed to the rudder pedals. The stops were in place and exhibited no peening. The rudder balance weight was located in the rudder assembly. The rudder position at impact could not be determined.

The stabilator was separated from its mounting. The fracture points were consistent with being separated in an aft and right direction. The stabilator trim drum was absent and not located.

Left Wing

The left wing was impact separated and was not located. However, the attach structure exhibited overload fractures in the aft and positive direction. The primary balance cable was fractured and exhibited tensile overload signatures. Control continuity was established to the fracture point.

Right Wing

The right wing remained attached to the fuselage. The wing was unremarkable, except for the damage that resulted from the recovery of the airplane. The right main landing gear was impact sep...