History of Flight
On December 10, 2009, at approximately 2221 Central Standard Time, a Piper PA-30 multi-engine airplane, registration N7881Y, was destroyed when it collided with the water in Laguna Madre about 1.6 miles east of Charles R. Johnson Airport (T05), Port Mansfield, Texas. The commercial rated pilot and the passenger were fatally injured. The airplane was operated by the pilot and originated from a private airport in Sun Ray, Texas, around 1815, destined for Port Mansfield. No flight plan was originally filed, but the pilot filed an instrument flight rules flight plan while en route. Night instrument meteorological conditions prevailed.
Air traffic control communications showed the pilot was in contact with Valley Approach control. Initially, the pilot was at 6,500 feet descending to 6,000 feet. The controller advised no weather information was available for Port Mansfield but reported Harlingen’s conditions: ceiling 1,000 feet overcast, visibility 9 miles, altimeter 30.11 inches of Mercury. The pilot stated he had obtained weather before the 4-hour flight, with forecast ceilings of 2,500 feet. He requested and was approved to descend to 2,000 feet. Communications were intermittent. The controller asked another aircraft to relay information to cancel IFR services. The pilot was cleared for a visual approach and to cancel IFR on the ground. No further communications were received.
Radar data showed the airplane tracking south-southeasterly toward Port Mansfield. At 2220, it flew west of the airport at about 800 feet. Less than a minute later, it entered a left turn to the east-southeast before radar data ended at 2221 at 600 feet, located south-southeast of the airport near the shoreline. There were no records of the pilot obtaining a weather briefing from flight service or DUAT services.
A witness near the airport was awakened by the airplane sound. He heard it near the water and thought the pilot was looking for the runway. The engines sounded fine, and the weather was heavy haze with visibility estimated at 300-350 yards.
The pilot purchased 30.8 gallons of fuel on the accident day, topping off the six tanks to 120 gallons. The line manager noted difficulty starting the engines, possibly due to cold temperatures.
Personnel Information
The pilot held a commercial pilot certificate with single- and multi-engine land and instrument ratings, plus a flight instructor certificate. His last FAA First Class medical was issued July 10, 2008, reporting zero flight hours. He earned all certificates and ratings between September 2008 and March 2009, with a total of 313.9 flight hours at the time of his last rating, including 68.6 hours in instrument conditions (44 in a training device) and 63.2 hours at night. His personal logbook was never located.
Meteorological Information
At Valley International Airport (HRL), Harlingen, Texas, at 2152, winds were from 360 degrees at 8 knots, visibility 9 miles, ceiling 1,000 feet overcast, temperature 14°C, dewpoint 12°C, altimeter 30.11 inches of Mercury. At 2252, winds were from 010 degrees at 11 knots, visibility 10 miles, ceiling 1,200 feet overcast, same temperature and dewpoint. A commercial fisherman 10 miles south reported half-mile visibility and north winds at 20 knots with gusts.
Airport Information
Charles R. Johnson Airport is uncontrolled and unattended, open to the public, managed by the Port Mansfield Superintendent. It has no weather observation system. Runway 12/30 is 3,200 feet long by 50 feet wide, asphalt, with medium intensity edge lights. Wind indicators and runway lights are pre-set to low intensity from dusk to dawn, with pilot-controlled lighting on CTAF. The runway lights and beacon operate on a timer. Post-accident testing found all systems normal, but CTAF communications were not recorded.
Wreckage and Impact
The airplane came to rest inverted in 7-10 feet of water about 1.6 miles east of the airport, nose pointing toward the shoreline. Both engines separated and were found within 300 feet of the main wreckage, and both tip tanks separated. The airplane was recovered to a marina loading dock.
Examination on December 13, 2009, found all major components except the left aileron and portions of both wings. Damage was consistent with a shallow water impact. Control cable continuity was established to the cockpit. Landing gear was extended, flaps retracted. The left fuel control valve was in the auxiliary position, the right in the main tank. The altimeter showed 30.11 inches of Mercury. Propeller systems remained attached, both engines had compression and valve train continuity. Magnetos were full of salt water and could not produce spark. Vacuum pumps produced suction. Spark plugs were corroded. Fuel manifold valves were intact; the right engine’s retention spring was not installed. Propeller blades exhibited symmetrical aft bending and twisting toward low pitch, consistent with water impact at low to moderate power. No mechanical deficiencies were noted with the airframe, engines, or propellers. Maintenance logbooks were never located.
Medical and Pathological Information
Autopsies of both individuals were conducted on December 14, 2009. The pilot’s cause of death was drowning; the passenger’s cause was blunt force trauma to the chest. Toxicological tests for both were negative for all tested items.
Additional Information
Initial concerns about lighted international water channels causing confusion were unfounded; channels are not lighted and marked with wood posts with red and green boards. Mariners use lights to navigate. A range beacon with a red strobe is located at the airport and on the shoreline east of the airport, used by mariners. Several private residences along the shoreline have lighted docks extending over the water, but most were unoccupied at the time.