History of Flight
On August 10, 2015, about 0035 eastern daylight time, a Piper PA-28R-200, N54380, was destroyed when it impacted the water after takeoff from Marathon Airport (MTH), Marathon, Florida. The private pilot, the sole occupant, was fatally injured. The flight had an intended destination of Palm Beach County Park Airport (LNA), West Palm Beach, Florida. Night visual meteorological conditions prevailed, and a visual flight rules flight plan had been filed. The airplane was owned by The Wildwood Helicopter Company, Inc. and operated by Palm Beach Flight Training. The personal flight was conducted under 14 CFR Part 91.
Airport security video recorded the airplane taxiing to the runway and beginning takeoff roll on runway 25 at 0034. A second video captured the airplane airborne a few feet above ground level at 0034:17. The airplane climbed on the upwind leg and began a right turn for the crosswind leg at 0034:59. At 0035:22, the airplane lights were no longer visible. The video showed no visible horizon to the northwest. A modified video with a daytime screen shot confirmed that one tree had obstructed the view of the actual impact with the water.
A representative of Palm Beach Flight Training reported that the pilot rented the airplane on August 9, 2015, departed about noon, and was not to return until August 11, 2015.
An eyewitness observed the airplane descending into the water and heard the engine operating.
Personnel Information
According to FAA and flight school records, the pilot held a private pilot certificate with an airplane single-engine land rating, issued December 20, 2012. He held an FAA third-class medical certificate, issued April 15, 2014, with a limitation of "Must have available glasses for near vision." At the time of the medical examination, the pilot reported 125.5 total hours of flight experience and 5.0 hours in the 6 months prior. Flight school documentation did not include flight time but indicated the pilot accomplished an airplane checkout on August 9, 2015. He received his "PIC in a complex airplane" endorsement on May 4, 2015, and completed a flight review on December 17, 2014. The pilot's flight time logbook was not located, so total and recent night flying experience could not be determined.
The rental agreement, dated September 6, 2009, included a limitation: "There are not to be any night flights to or from the Bahamas or Florida Keys before sunrise or after sunset."
Aircraft Information
The airplane was issued an airworthiness certificate on November 15, 1973, and was originally registered to Wildwood Helicopter Company Inc. on October 25, 2013. It was powered by a Lycoming IO-360-C1C engine and a Hartzell propeller HC-C3YK-1RE/F7282. The most recent annual inspection was conducted on November 14, 2014, with a recorded tachometer of 7,566.53 hours (8,817.07 hours total time). The last recorded 100-hour inspection was completed on July 10, 2015, at a tachometer time of 7,561.53 hours; the airframe had accumulated 9,012.07 hours total time. The engine had 791.42 hours since major overhaul and 10,292.91 hours total time. The propeller had 2,382.92 hours total time. The tachometer indicated 7,578.91 hours.
Fuel records at MTH showed the airplane was fueled with 16.8 gallons of Avgas. The credit card receipt was timestamped 1430:49 on August 9, 2015, and the fuel order indicated "Top off all tanks."
Meteorological Information
The 0054 recorded weather observation at MTH included calm wind, visibility 10 miles, clear skies, temperature 29°C, dew point 24°C, and barometric altimeter 29.95 inches of mercury. According to the United States Naval Observatory, official sunset was at 2003, end of civil twilight at 2027, moonset at 1703, and 15 percent of the moon disc may have been visible if above the horizon.
Wreckage and Impact Information
The airplane was found in Florida Bay in about 9 feet of water at 24°43.8'N, 081°04.6'W. The debris path was compact, oriented parallel to the shore, but tide changes prevented accurate determination of the original debris path. The main wreckage was on a 320-degree magnetic heading about 1.5 miles from MTH.
Examination revealed impact and crush damage to both wings, cabin, and fuselage; the airplane was segmented into numerous pieces. The right stabilator was damaged aft and positive at approximately 45 degrees. The right wing main spar exhibited an approximate 50-degree twist. Impact and crush damage was consistent with the airplane impacting the water in a right wing low, nose down attitude. An outboard portion of the left wing, left wing aileron, and main cabin door were not located. Engine examination showed crankshaft and valve train continuity, thumb compression on all cylinders, and fluid similar to 100LL aviation fuel in all fuel lines and the fuel pump. Flight control continuity was confirmed for ailerons and stabilator. One of two rudder cables exhibited tensile overload, but rudder control continuity was confirmed from pedals to rudder.
The instrument panel showed an airspeed indicator indicating about 100 knots. The attitude indicator was tumbled with minimal case damage; gyro examination revealed no score marks but corrosion due to salt water. The turn and bank indicator indicated a right wing low attitude. The directional gyro indicated about 325 degrees, and the heading preselect indicator was selected to 015 degrees.
The engine remained attached with electrical and fuel lines and was collocated with the main wreckage. The propeller was impact separated at the flange and located about 300 feet away; all three blades exhibited cord wise bending. The vacuum pump was removed and hand-rotated; suction was noted and vanes moved unimpeded.
Medical and Pathological Information
An autopsy was performed on August 11, 2015, by the Office of the Medical Examiner in Marathon, Florida. Findings included "Multiple blunt force injuries" with specific injuries listed. Forensic toxicology by the FAA Bioaeronautical Sciences Research Laboratory detected no ethanol or drugs in urine.