History of Flight
On November 8, 2009, about 1840 eastern standard time, an Aero Commander 100, N4139X, crashed into the Everglades north of Interstate 75 (I-75), near Weston, Florida. Visual meteorological conditions prevailed at the time, and a visual flight rules (VFR) flight plan was filed for the personal flight from Kendall-Tamiami Executive Airport (TMB), Miami, Florida, to Robins Air Force Base (WRB), Warner Robins, Georgia. The airplane sustained substantial damage, and the certificated private pilot, the sole occupant, was killed. The flight originated from TMB about 1818.
The VFR flight plan indicated an estimated time en route of 5 hours, with an estimated time of arrival of 2320. The flight was to be flown at 4,500 feet mean sea level (msl), with a planned fuel stop at Ocala International Airport-Jim Taylor Field (OCF), Ocala, Florida.
A witness at TMB reported observing two male individuals wearing military uniforms performing what they thought was a preflight inspection of the accident airplane. The witness also reported that the accident airplane was fueled after his airplane was fueled. The witness did not observe the airplane taxi out or depart.
According to communications transcripts, the flight was cleared for takeoff at 1818:22, with a left turn approved; the pilot acknowledged. There were no further recorded communications with TMB air traffic control tower. At 1829:01, about 11 minutes before the accident, the pilot established contact with Lockheed Martin Miami automated international flight service station (Lockheed Martin AIFSS) and remained in contact until his last transmission began at 1831:44. The pilot requested activation of his VFR flight plan, and the briefing specialist advised of weather information and flight restrictions. No further contact was recorded with Lockheed Martin AIFSS, and no contact with Miami Approach Control.
Radar data showed an uncorrelated radar return about 2 minutes 24 seconds after takeoff clearance, approximately 0.78 nautical mile and 038 degrees from the departure end of runway 9L. Radar targets continued northward, showing the aircraft climbing to 2,800 feet pressure altitude and remaining there between 1838:26 and 1839:08. The data then indicated a descent, with the last radar return at 1,000 feet pressure altitude at 18:40:27, located at 26 degrees 08.833 minutes North latitude and 080 degrees 43.266 minutes West longitude.
Several witnesses reported seeing the airplane flying northward while descending. One witness saw external lights as it passed in front of their car. No witnesses reported smoke or fire trailing the airplane. Numerous witnesses called 911.
A search by law enforcement and fire rescue from the Broward Sheriff’s Office and the Florida Fish and Wildlife Conservation Commission began immediately after 911 calls. The wreckage was first spotted by a Broward Sheriff’s Office helicopter at 1916. The crash site was at 26 degrees 09.119 minutes North latitude and 080 degrees 43.204 minutes West longitude, about 0.29 nautical mile from the last radar return.
Personnel Information
The pilot, age 49, held a private pilot certificate with airplane single engine land rating issued December 15, 1995, and a special issuance third-class medical certificate issued February 21, 2008, which was not valid after November 30, 2008. On October 14, 2008, the FAA Aerospace Medical Certification Division sent a letter advising eligibility for continued Authorization for Special Issuance, with the time-limited certificate expiring November 30, 2009.
The pilot’s logbook found in the wreckage showed his first logged flight on July 22, 1992, and the last on March 13, 2009. He logged total time of about 476 hours, with about 390 hours as pilot-in-command. His last flight review was in the accident airplane on November 8, 2008. He logged about 196 hours in the accident airplane and three night flights on March 13, 2009, totaling 2.8 hours.
Aircraft Information
The Aero Commander 100, manufactured in 1968, serial number 239, was powered by a 150 horsepower Lycoming O-320-A2B engine with a fixed pitch propeller. FAA records indicate the pilot owned it since July 23, 2001. Maintenance records showed the last annual inspection on October 1, 2008, at 2,615.2 hours; the airplane had accumulated about 74 hours since then.
Meteorological Information
A surface weather observation at Fort Lauderdale/Hollywood International Airport (FLL) at 1853, about 13 minutes after the accident, reported wind from 080 degrees at 17 knots gusting to 25 knots, visibility 10 statute miles, scattered clouds at 3,000 and 6,500 feet above ground level, temperature 27°C, dew point 19°C, and altimeter 30.05 inHg. The accident site was about 31 nautical miles west-northwest of FLL.
According to the U.S. Naval Observatory, sunset occurred at 1736 and civil twilight ended at 1801, about 1 hour 4 minutes and 39 minutes before the accident, respectively.
Communications
The pilot was not in contact with any FAA air traffic control facility at the time of the accident. No communication difficulties were reported with TMB tower.
Wreckage and Impact Information
The airplane crashed into the Everglades about 850 feet north of the westbound lanes of I-75. The wreckage came to rest heading about 090 degrees, with both wings, the left horizontal stabilizer, and the engine with attached propeller separated. All components were in close proximity. No pre- or post-crash fire was noted. A Garmin case was found, but the GPS unit was not located.
Flight control examination showed no preimpact failure or malfunction. The throttle was extended 2 3/8 inches, carburetor heat in, mixture full rich, primer unlocked. Tachometer showed a witness mark at about 2,650 rpm (redline 2,700 rpm). Stall warning bulb filament was not stretched. Airspeed indicator showed no needle slap marks. The cockpit overhead light bulb filament showed stretching consistent with power at impact.
The engine remained attached to the firewall by the mount; the firewall was structurally separated. Crankshaft, camshaft, and valve train continuity was confirmed. The carburetor was impact separated and fragmented; venturi, needle valve and seat were not located. Left magneto remained installed; right magneto separated but connected by leads. Neither produced spark when rotated by hand. Spark plugs had medium gray deposits, moderate electrode wear, normal gap. Oil filter element showed no ferrous particles. No preimpact failure or malfunction was noted.
Propeller examination: one blade bent aft about 70 degrees, leading edge twisted toward low pitch, gouges and scratches; the other blade had slight forward bend at tip, heavy gouges on leading edge.
Medical and Pathological Information
Postmortem examination by the Broward County Medical Examiner’s Office listed cause of death as multiple blunt force injuries to the head, neck, trunk, pelvis, and extremities.
Forensic toxicology by the FAA Bioaeronautical Sciences Research Laboratory was negative for carbon monoxide, cyanide, volatiles, and tested drugs. Additional testing did not find salicylate, clopidogrel, or atorvastatin. The pilot reported on his medical application taking Lipitor (20mg), Plavix (75mg), and aspirin (81mg), and having a stent installed on March 9, 2007. The pilot had a history of coronary artery disease with 95% occlusion of the proximal LAD artery and stent placement. A special issuance was current, and he submitted a normal exercise stress test on July 29, 2009.
NTSB Medical Officer review found the autopsy showed no problem with the stent, some mild heart disease, and evidence of a small heart attack. Lipitor is not normally reported in FAA toxicology; Plavix is typically given for 6 to 24 months after stent placement. The toxicology results were consistent with the application.
The pilot’s wife reported he had not been diagnosed with sleep apnea but had snored, which decreased with weight loss.
Tests and Research
Magnetos were examined at an FAA repair station. Left magneto: after drying, produced spark at all leads. Right magneto: initially no spark, but after filing points, produced spark at all leads. Noise filters passed functional tests.
A digital camera and memory cards contained no data relevant to the accident.
Fueling records at TMB showed 22.49 gallons of 100LL added on the day of the accident.
NTSB Vehicle Performance Division analyzed radar data. A radar target near the departure end of runway 9L was tracked to within about ¼ nautical mile of the crash site. Pressure altitude data showed the airplane climbing to 1,600 feet, descending to 1,300 feet, then climbing to 2,800 feet. About 1839, a descent began at a rate of approximately 3,000 feet per minute, with groundspeed increasing to 150 knots.
The pilot’s wife reported he spent the weekend of October 31 at home and drove to Warner Robins AFB on November 1. He returned on November 6, flying the airplane to TMB and landing about 2200. On November 7, a friend drove him to Homestead ARB for airshow duties; they returned to the hotel about 2130. On November 8, the friend drove him to Homestead ARB until 1600, then to TMB, where the pilot fueled and performed a preflight inspection. The friend reported the pilot said he liked to maintain a little nose-up trim. When asked if he was tired before the flight, the pilot replied no. The pilot’s wife stated she did not know his sleep schedule but he sounded fine during their calls.