History of Flight
On June 8, 2013, at 1002 eastern daylight time, a Cessna 340A, registration N217JP, was destroyed when it impacted shallow waters of the Loxahatchee National Wildlife Refuge near Boynton Beach, Florida. The commercial pilot was fatally injured. Instrument meteorological conditions prevailed, and the airplane was operating on an instrument flight rules (IFR) flight plan from Fort Lauderdale Executive Airport (FXE) to Leesburg International Airport (LEE) under Part 91.
According to FAA air traffic control records, the pilot was cleared to depart FXE using the Fort Lauderdale Three Departure to ARKES intersection, then direct to BAIRN, then as filed to LEE, climbing to 2,000 feet with an expectation of 16,000 feet ten minutes after departure.
At 0945, the pilot was cleared for takeoff from runway 8 with a left turn to heading 310 degrees. After takeoff, he was directed to contact Miami Departure Control. At 0947, the pilot reported passing 600 feet for 2,000 feet in a left turn. The controller cleared him to 4,000 feet, which the pilot acknowledged.
At 0949, the pilot advised he was having "instrument problems" and wished to "head west and stay VFR if I can for the climb." The controller confirmed the IFR flight plan, advised of traffic, instructed heading 270, and directed a frequency change. At 0950, the pilot contacted the next controller, who directed a climb to 8,000 feet. The pilot replied he would climb once clear of a cloud, reiterating "instrument problems." The controller acknowledged and asked the pilot to advise when able to climb. About 30 seconds later, the pilot stated he was climbing.
Just before 0954, the controller instructed a right turn to 350 degrees, which the pilot acknowledged. Just before 0956, the controller directed a climb to 11,000 feet, and at 0958, directed contact with Miami Center. The pilot reported passing 6,800 feet for 11,000 feet. The controller provided local pressure and advised of moderate to heavy precipitation along the route for the next 10 miles, offering deviation left or right. The pilot replied "BAIRN direct when able."
At 0959:48, the controller instructed a climb to 13,000 feet, acknowledged. At 1001:44, the controller advised climb to 15,000 feet but received no response. After further queries, the pilot stated, "I have an instrument failure here." The controller noted the airplane turning east and advised turning west to exit the weather. No further transmissions were received.
Radar data showed that at 1000:26, the airplane began a turn from a northerly heading to east, completing by 1001:01. It reached a maximum altitude of 9,500 feet at 1001:11, then descended to 8,100 feet by 1001:25, 7,900 feet by 1001:30, 7,500 feet by 1001:35, and 0 feet by 1001:40. After a brief loss, a renewed eastbound track began at 1001:50 with 0 feet, then 300, 600, 1,100, and 1,500 feet at 1002:10. The airplane turned northeast, with the last radar contact at 1,400 feet at 1002:15.
Personnel Information
The pilot, age 75, held a commercial pilot certificate with single-engine, multi-engine, and instrument ratings, as well as a flight instructor certificate. He was a former U.S. Air Force pilot. According to his logbook as of June 1, 2013, he had 16,560 total flight hours, including 11,166 hours in multi-engine airplanes, 2,702 hours of actual instrument time, and 736 hours of simulated instrument time. In the previous 30 days, he logged 4.3 hours actual and 11.3 hours simulated instrument time. His most recent FAA second-class medical certificate was issued on August 21, 2012, with no significant issues noted in FAA medical records. His wife reported he was on a business trip and unaware of any pressing reason to return home that day.
Aircraft Information
The aircraft, a Cessna 340A, had its latest annual inspection on September 1, 2012, at 4,209.4 airframe hours. Both engines had 1,392.7 hours since major overhaul at that time. The flight director was overhauled on December 12, 2012, and other electronics were removed for configuration, interface, and alignment with the flight director; the autopilot was ground checked and a successful flight check performed. On January 25, 2013, the left auxiliary fuel pump was replaced. The last logbook entry on March 18, 2013, noted compliance with AD2001-01-16 (exhaust system inspection) with no defects.
Cockpit photographs from 2009 (when the airplane was N226LD) showed six primary flight instruments forward of the pilot's yoke: an attitude indicator over a horizontal situation indicator in the center, an airspeed indicator over a turn and slip indicator to the left, and an altimeter over a vertical speed indicator to the right. To the right of the altimeter was the autopilot mode selector, then a Garmin GNS 530 nav/comm, below that a Garmin GNS 430 nav/comm, a weather radar to the right of the GNS 530, and an Insight Strikefinder to the left of the GNS 430. Copilot instruments included another airspeed indicator, attitude gyro, and altimeter.
The airplane had two independent pitot pressure systems, one for each side's airspeed indicator, with separate pitot tubes and heat switches. Static pressure for pilot instruments came from a normal static source aft of the main cabin door, with an alternate source in the nose compartment. Copilot instruments had an independent static source. The vacuum system powered the pilot and copilot horizontal and directional gyros, with two engine-driven pumps and automatic isolation in case of failure.
Meteorological Information
Surface weather at West Palm Beach International Airport (20 nm from the accident site) at 0953 included wind from 120 degrees true at 7 knots, visibility 2 statute miles, thunderstorm, heavy rain, ceiling 1,500 feet broken, 2,800 feet overcast, temperature and dew point 23°C, altimeter 30.07 inches Hg. Ground-based radar showed the airplane transitioning from light to moderate to heavier precipitation as it first lost altitude, then climbed back into lighter precipitation. The airplane's right turn was toward heavier precipitation; a straight course would have initially kept it in lighter precipitation. No convective or non-convective SIGMETs or AIRMETs were active for the accident location at the time.
Wreckage and Impact
The wreckage was located in swampy terrain with water depths up to about 5 feet. The initial impact point was near 26°30.48'N, 080°24.59'W, about 1,500 feet north of the last radar position. The wreckage was highly fragmented and dispersed along a heading of about 320 degrees magnetic. The first recognizable item was the left tip tank. Both engines were recovered without propellers; one propeller was later found. Engine propeller flanges were fractured with missing material and sheared bolts. Neither engine nor vacuum pumps showed evidence of pre-impact failure. The cockpit vacuum pressure gauge was frozen at 5.8 psi. Additional wreckage, including the propeller, was recovered on November 5, 2013. All flight control surfaces were accounted for, but flight control continuity could only be partially confirmed due to fragmentation. Pitot tubes were not observed, but a pitot tube cover was seen in a box that had been in the airplane.
Additional Information
No weather briefing services were provided for the flight by Lockheed Martin Flight Services or DTC DUATS; CSC had a flight plan on file. A recorded conversation between Miami Center operations and quality control officials noted that the controller may have inadvertently led the pilot into weather by offering deviation options. FAA Order JO 7110.65 outlines procedures for weather services and pilot deviation requests.
Medical and Pathological Information
An autopsy determined the cause of death as multiple blunt traumatic injuries. Non-recovery of internal organs precluded complete examination. Toxicological testing found ethanol in muscle and brain tissue with putrefaction noted; no blood was available.