Accident Overview
On October 27, 2013, about 1357 eastern daylight time, a Piper PA-28R-201T, registration N2702M, crashed into water during a go-around after touchdown at Everglades Airpark (X01), Everglades City, Florida. The airplane, registered to Burlingame Financial Advisors LLC, was operating under 14 Code of Federal Regulations Part 91 as a personal flight from Grass Roots Airpark (06FD), Groveland, Florida. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated about 1242.
The airplane sustained substantial damage. The private pilot and one passenger sustained serious injuries; two passengers sustained minor injuries.
Pilot Actions and Communications
The pilot reported that before departure, he inadvertently left his iPad behind, which contained VFR sectional charts. He had sectional charts in his flight bag onboard and used a portable GPS receiver for navigation. The GPS included an airport database with frequencies. He had updated the GPS software less than a month earlier, but his wife later stated they did not have a subscription with Garmin, believing an update would include all new navigation and airport information.
During the flight, the pilot established two-way communications with Tampa, Orlando, and Fort Myers Approach Control (though no record of contact with Fort Myers existed). He obtained the common traffic advisory frequency (CTAF) for X01 from his GPS as 122.8 MHz. He announced the flight's position at 20, 10, and 5 miles from X01 on that frequency but received no reply.
Upon nearing X01, he observed an airplane on a taxiway near the approach end of runway 15. With wind from the northeast, he entered a downwind leg for landing on runway 33. He announced his intention on the same frequency when abeam the numbers, on base, and on final, but received no replies. He landed left of the runway centerline near the numbers.
Go-Around and Crash
After touchdown, the pilot observed what he described as a "white shimmer" from the airplane in the run-up area. Uncertain of that pilot's intentions, he added full power to perform a go-around. The engine responded, but due to full flaps, the airplane had poor climb performance, and the pilot reported he "pulled up too hard." Once clear of trees, he banked hard left; he was unsure of the bank angle. He did not hear a warning horn. The airplane stalled and entered a flat spin, impacting the water backwards on the left wing. All occupants exited the airplane, and the pilot's wife called 911 at 1358. The pilot later stated his mistake was overreacting and that there was no preimpact failure or malfunction of the airplane or engine.
Other Pilot Account
The pilot of the airplane in the run-up area reported he landed at X01 about 1140, had lunch, and then taxied to the approach end of runway 15, facing west with the parking brake applied while completing checklist items. He was monitoring 123.075 MHz and did not hear any radio calls from the accident pilot. He observed the accident airplane on a close-in downwind for runway 33 at about 1,000 feet above ground level (agl) and thought it was crossing over. He saw the airplane bank steeply (50–60 degrees) from downwind to base and final in one turn. He did not perceive the touchdown. Later, he saw the airplane about one-quarter to one-half way down the runway at less than 100 feet agl with gear extended, banking 50–60 degrees left wing low before disappearing behind trees. He then taxied to the ramp and notified the fixed base operator (FBO) about the crash.
Post-Accident Examination
Inspection of the accident airplane's cockpit and cabin by the Federal Aviation Administration inspector revealed an outdated Miami VFR Sectional Chart showing the X01 CTAF as 123.075 MHz. The GPS receiver was removed for read-out.
The engine was examined: magnetos were tight on the accessory case with no evidence of movement. With NTSB permission, the magnetos were removed, cleaned, and reinstalled. The engine was started and operated normally, achieving a maximum rpm of 2,562 (redline 2,575), with each magneto drop of 50 rpm. No discrepancies were noted.
GPS Data
The accident airplane's GPS receiver had an Americas Aviation Data Cycle history of 0811 (effective 20 October 2008 to 20 November 2008). The CTAF for X01 in that database was 122.9 MHz. The flight from takeoff to accident was recorded with 384 data points from 1234:03 to 1358:17. The plot showed the airplane west of the runway flying southeasterly parallel to the runway, consistent with a downwind leg for runway 33, followed by left turns onto base and final. The airplane was left of centerline at the approach end, continued to the left edge, where minimum GPS altitude of -9 feet occurred at 1357:37. The airplane then banked left, reaching a maximum GPS altitude of 43 feet at 1357:44, followed by decreasing altitude and groundspeed. The last flight-like data point at 1357:44 showed groundspeed of 71 knots; three seconds later, groundspeed was 15 knots.
The GPS from the other airplane recorded taxi beginning at 1352:34 and stopping at 1355:58. No movement was detected until 1358:32, 14 seconds after the accident airplane's last data point.
Frequency Information
The published CTAF for X01 at the time was 123.075 MHz, changed from 122.9 MHz in 2009. The airport manager reported no issues with the current CTAF. Between 1350 and 1400, the airport operations specialist was temporarily off the airport. NTSB contacted Florida Keys Marathon Airport (MTH) and Marco Island (MKY), both using 122.8 MHz as their CTAF; no personnel reported hearing calls from the accident pilot.
The Pilot's Operating Handbook did not specify balked landing procedures.