History of Flight
On February 23, 2012, at approximately 2036 eastern standard time, a Cessna 172S, registration N53589, was substantially damaged when it struck the waters of the Gulf of Mexico after a loss of control during departure from Key West International Airport (EYW), Key West, Florida. The pilot and his pilot-rated passenger were fatally injured. Dark night visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under 14 CFR Part 91, destined for Kendall-Tamiami Executive Airport (TMB), Miami, Florida.
Earlier that day, the pilot and passenger had departed South Bimini Airport, Bahamas, for TMB. Due to a temporary flight restriction (TFR) related to a presidential visit, they were unable to continue to TMB and diverted to EYW.
Witness Statements and Camera Imagery
Witness statements and airport security camera footage showed the airplane arrived at EYW around 1713 and taxied to the general aviation ramp. After customs clearance, the airplane was refueled with 12 gallons of 100LL aviation gasoline. The pilots then took a taxi to downtown Key West for dinner. At 1842, the pilot contacted Lockheed Martin Flight Services to inquire about the TFR, learning it would end at 1945. At 2015, the pilot-rated passenger called and was told the TFR was no longer in effect, receiving an abbreviated briefing. Around nine minutes later, they entered the ramp, and the aircraft's anti-collision light illuminated. The airplane then taxied to runway 09 and took off. The flight path became erratic, with multiple descents and level-offs, and the airplane was lost from camera view. A witness fishing off the Boca Chica Bridge observed flashing lights descending fast in a nose dive, with no apparent recovery.
Radar Data
Radar data from the 84th Radar Evaluation Squadron captured a track with a 1200 beacon code consistent with the accident flight, though no altitude encoding (Mode C) was recorded. The target was on the runway at 2033:20, departed to the east, turned north at 2033:50 at the end of runway 9, and at 2034:07 ground speed increased from 72 knots to about 100 knots at the end of the track at 2036:05.
Personnel Information
The pilot and pilot-rated passenger were Polish citizens holding FAA private pilot certificates based on their Polish licenses, without instrument ratings. The pilot, an air traffic controller in Poland, received his FAA certificate on February 14, 2012, with approximately 74 total flight hours (30 as PIC). His most recent FAA first-class medical was issued February 14, 2012. The pilot-rated passenger received his FAA certificate on December 7, 2009, with about 135 total flight hours (100 as PIC) and a third-class medical issued December 7, 2009.
Aircraft Information
The accident aircraft was a 2003 Cessna 172S, a high-wing, strut-braced, four-place, single-engine airplane powered by a 180-horsepower fuel-injected engine. It was equipped with standard analog flight instruments arranged in a basic T-configuration, with attitude and directional indicators air-driven by a dual vacuum pump system. A multi-function annunciator provided caution and warning messages. No flight instruments were located in front of the pilot-rated passenger. The most recent annual inspection was completed January 15, 2012, and the airplane had accrued about 4,659.3 total hours.
Meteorological Information
Recorded weather at EYW at 2053 included wind 100 degrees at 4 knots, visibility 10 miles, clear sky, temperature 23°C, dew point 21°C, and altimeter 30.01 inches of mercury. Sunset occurred at 1826, end of civil twilight at 1849. The moon was a waxing crescent with 3% illumination, moonset at 2010.
Wreckage and Impact Information
On February 24, 2012, about 1235, a boater discovered floating debris in the Gulf of Mexico. The wreckage was found on the sea floor in about 7 feet of water. Examination revealed no preimpact structural failure. The right wing was fragmented; the left wing separated; empennage had crush damage but control surfaces remained attached; landing gear components separated; engine separated; fuselage had compression damage. Flight control continuity was established. Cockpit controls: throttle full open, mixture full rich, electric fuel pump on, pitot heat off, flaps at 0°, fuel selector near BOTH. Attitude indicator showed 50° right wing down and 22° nose down; directional indicator 314° with bug at 215°. The pitot tube was clear. The propeller blades exhibited twisting, S-bending, gouging, and scratching; one blade tip missing. Engine examination showed no preimpact failure; oil present, spark plugs corroded by salt water. Left magneto produced spark; right magneto impact-damaged. Vacuum pumps functional or impact-damaged. Fuel injector servo missing.
Additional Information
The FAA Airplane Flying Handbook notes that crossing large bodies of water at night in single-engine airplanes can be hazardous due to horizon blending with water, leading to loss of orientation. FAA Advisory Circular 60-4A discusses spatial disorientation and the importance of relying on flight instruments. The FAA Pilot's Handbook of Aeronautical Knowledge describes the graveyard spiral illusion and advises that without visual horizon, pilots should avoid flight in reduced visibility or at night unless trained in instrument flight.
Autopsies determined both occupants died from multiple blunt force wounds. Toxicological tests were negative for carbon monoxide, cyanide, and drugs; the pilot had a small amount of ethanol from sources other than ingestion.
Rental Restrictions
The pilot rented the airplane from Dean International Inc., with a return date of February 24, 2012. The company president stated the pilots were advised they were not authorized to fly at night. Rental checkout records indicated the pilot was not checked for night operations. The rental agreement prohibited night flying. The pilot-rated passenger's Polish license contained a VFR night flight authorization; the pilot's license did not. The pilot was determined to be the pilot-in-command, occupying the left front seat.