Flight History
On November 7, 2008, at 0246 eastern standard time, a Partenavia SPA P68C (registration N681KW) crashed during an instrument landing system (ILS) approach to runway 29 at Gainesville Regional Airport (GNV), Gainesville, Florida. The flight was an on-demand air taxi operation conducted under 14 CFR Part 135 by Florida Aero Charter Inc., doing business as Air Key West. The flight originated from Key West International Airport (EYW) at 0037. Night instrument meteorological conditions prevailed, and an IFR flight plan was filed.
The pilot had previously filed two IFR flight plans with Miami Flight Service Station at about 2336 on November 6. The first was for a direct flight from EYW to GNV with three persons on board, and the second was for a return to EYW with one person. The pilot advised the FSS specialist that he was transporting a kidney transplant patient and requested priority handling.
At 0215, the flight checked in with Jacksonville TRACON. The controller provided the Jacksonville altimeter and noted that no weather information was available at GNV. The pilot reported that the weather appeared variable with a thin fog layer and stated that if the approach to Gainesville was not feasible, they would likely divert to St. Augustine. At 0242, the controller cleared the flight for the ILS runway 29 approach, and radar services were terminated at 0243. At 0246:30, the last radar return with altitude showed the airplane at 600 feet on the glideslope; the final target was recorded at 0246:44, approximately 1.4 miles from the runway threshold.
Personnel Information
The pilot, age 45, held an airline transport pilot certificate with a multiengine land rating and a commercial pilot certificate with single-engine land, rotorcraft-helicopter, and instrument-helicopter ratings. His most recent FAA second-class medical certificate was issued on November 21, 2007, at which time he reported 8,300 total flight hours. According to the operator, of those hours, 7,400 were in multiengine airplanes, 1,500 in the same make and model, 1,100 at night, and 1,800 in actual instrument meteorological conditions.
Aircraft Information
The seven-seat, high-wing, fixed-gear airplane (serial number 273) was manufactured in 1983. It was powered by two Lycoming IO-360 200-horsepower engines with Hartzell propellers. The airplane’s most recent 100-hour inspection was completed on September 19, 2008. The airplane was equipped with an IFR-certified Apollo GX50 GPS but had no radar altimeter, ground proximity warning system, or terrain awareness and warning system.
Meteorological Information
During the pilot’s telephone call with Miami FSS, he received an abbreviated weather briefing that included AIRMET Sierra for IFR conditions north of Tampa Bay, with ceilings below 1,000 feet and visibility below 3 miles due to mist and fog. At the time of the briefing, Gainesville had VFR conditions. By 0253, the automated weather observation at GNV reported wind calm, visibility 1/4 mile in fog, vertical visibility 100 feet, temperature 11°C, dew point 10°C, and altimeter 30.02 inches of mercury. The reported weather at St. Augustine Airport (SJG) at 0255 was wind from 280° at 3 knots, visibility 8 miles, broken ceiling at 100 feet.
Aerodrome Information
Gainesville Regional Airport’s control tower was open from 0645 to 2230. Runway 29 was 7,504 feet long and 150 feet wide, with grooved asphalt. It had an ILS approach, high-intensity runway lights, a four-light precision approach path indicator, and a medium-intensity approach light system with runway alignment indicator lights. The ILS approach decision height was 322 feet msl (200 feet agl) with a minimum visibility of 2,400 feet (1/2 mile).
Wreckage and Impact Information
The wreckage was located in a wooded area about 3,575 feet from the runway 29 threshold, discovered at approximately 0700. A debris path of about 575 feet was oriented on a course of about 290 degrees magnetic. Tree branches up to 6 inches in diameter were cut at approximately 45-degree angles. The outboard one-third of both wings was near the path origin. The cabin and cockpit were consumed by fire. Flight control continuity was confirmed from the rudder and stabilator trim pulley to the mid-cabin area. The flaps were found retracted. Both propellers exhibited s-bending and chordwise scratching, and the throttle-butterfly valves were near the full throttle positions. Engine continuity and compression were confirmed.
Medical and Pathological Information
An autopsy performed on the pilot listed the probable cause of death as an airplane accident. Toxicological testing was negative for drugs and alcohol.
Additional Information
A flight check of the ILS runway 29 approach on November 7, 2008, by the FAA revealed no malfunctions. The owner/operator stated that the flight was a favor for the pilot and that no fee was charged. The pilot's girlfriend noted that the pilot was well-rested before the flight. A part-time employee reported that the pilot suggested the trip should be offered for free for publicity. Review of FAR 135.225 prohibits beginning an instrument approach unless the latest weather report indicates conditions at or above authorized IFR landing minimums. Staffing at the Jacksonville TRACON was reduced to two controllers, and the controller on duty during the accident was also the supervisor, which affected search and rescue procedures. The airplane was not located until the morning.