History of Flight
On December 17, 2008, about 1945 eastern standard time, a Cessna 172S, registration N967SP, was destroyed when it struck water while maneuvering near Goodland, Florida. The pilot, a certificated private pilot, was killed. Night visual meteorological conditions prevailed and no flight plan had been filed for the local flight that departed Naples Municipal Airport (APF) at about 1930. The flight was conducted under 14 CFR Part 91 and was a personal flight.
The airplane was operated by Naples Air Center, a flight school based at APF. A witness at the airport reported that the pilot said he was going flying to work on night recurrency training.
Several witnesses near the accident site reported hearing the sound of an airplane engine, which increased in rpm, followed by a loud "bang" or "explosion." Two witnesses reported hearing the engine noise increase and observing the airplane in a "nose-dive" toward the ground. The airplane crashed into about 5 feet of water on a tidal mudflat, about 16 miles south-southeast of APF.
Personnel Information
The pilot was 74 years old and held a private pilot certificate with a rating for airplane single-engine land. He did not possess an instrument rating. His logbook was not recovered. On his most recent application for a third-class medical certificate, issued April 16, 2008, he reported 812 hours of total flight experience, including 6.2 hours in the preceding 6 months. According to flight school records, he had accumulated 16.5 flight hours at the school in the 2 years before the accident. His most recent biennial flight review was completed on April 3, 2007.
Aircraft Information
The four-seat, high-wing, fixed-gear airplane, serial number 172S8169, was manufactured in 1999. It was powered by a Lycoming IO-360-L2A, 180-horsepower engine, equipped with a McCauley propeller. Maintenance records showed that the airplane had been operated for about 20 hours since its most recent 100-hour inspection, performed on December 12, 2008. It had been operated for about 515 hours since its most recent annual inspection, performed on July 29, 2008, at a total airframe time of 5,313 hours. Fueling records indicated the airplane was topped off with 20.4 gallons of 100LL aviation gasoline earlier in the day, and after refueling it was flown on two flights totaling 2.9 hours prior to the accident flight.
Meteorological Information
A weather observation at APF at 1953 reported wind from 060 degrees at 5 knots, visibility 10 statute miles, sky clear, temperature 21°C, dew point 16°C, altimeter 30.22 inHg. A Collier County Sheriff's Office helicopter pilot who responded to the scene shortly after the accident reported that lighting conditions were "very dark and on a heading of 170 degrees provided no visual reference to a horizon looking out towards the Gulf of Mexico." He further stated that the lack of visual cues would have required navigation via aircraft instrumentation. According to U.S. Naval Observatory data, sunset occurred at 1739, and civil twilight ended at 1804.
Wreckage and Impact Information
The accident site was about 5 miles from the end of runway 17 at Marco Island Airport (MKY), left of the extended centerline. The airplane was recovered to a hangar at APF. All major portions were accounted for. The airframe forward of the aft bulkhead was completely fragmented. Both wings separated, and the main cabin structure was compromised. Cockpit and instrument panel were destroyed. Flight control cable continuity was confirmed from rudder to pedals and elevator to quadrant; aileron cables were intact from quadrant to wing root on each side, but the aileron carry-through cable was separated mid-span. The flap actuator jackscrew measurement corresponded to a retracted flap position. The propeller was separated from the crankshaft, which had a 45-degree shear lip. Both blades exhibited "S" bending; one blade showed additional twisting and the outboard 5 inches were separated. Both magnetos and the fuel servo were separated from the engine and not recovered except a fragmented lower portion of the left magneto. All spark plugs had intact electrodes with varying wear and corrosion. Engine rotation via an accessory drive confirmed valve train continuity and thumb compression on all cylinders. The oil suction screen and filter showed no contamination. One of the dual vacuum pumps was separated; the attached pump was disassembled and found intact with no damage.
Additional Information
FAA Advisory Circular 60-4A, "Pilot's Spatial Disorientation," states in part that aircraft attitude is normally determined by reference to the natural horizon or other visual references; if neither exists, attitude must be determined by flight instruments. It notes that lack of natural horizon or surface reference is common on overwater flights at night, especially in sparsely populated areas or low visibility.
An autopsy performed on December 18, 2008, listed the cause of death as "multiple blunt force injuries." Toxicological testing was negative for carbon monoxide and drugs, and positive for ethanol attributed to postmortem putrefaction.
Probable Cause
The investigation did not state a probable cause.