History of Flight
On November 4, 2015, at 1933 eastern standard time, a Flight Design GMBH CTLS light sport airplane, N622BT, was substantially damaged after impacting the Atlantic Ocean near Queens, New York. The private pilot was fatally injured. The flight was conducted under 14 Code of Federal Regulations Part 91 as a personal cross-country trip. Night visual meteorological conditions prevailed, and no flight plan was filed. The airplane departed Northeast Philadelphia Airport (PNE) about 1900, destined for Portsmouth International Airport (PSM) in New Hampshire.
Personnel at the departure airport reported that the airplane was "topped off" with fuel before departure. A fuel receipt indicated 17 gallons of 100 low-lead aviation fuel was added at about 1840.
Air Traffic Control Communications
FAA radar and voice communications revealed that after departure, the airplane leveled at 1,400 ft msl. At 1916, the pilot requested to remain at 1,500 ft then descend to 400 ft under the JFK Class Bravo airspace along the south shore of Long Island. The controller acknowledged. At 1931, the pilot contacted JFK tower, and the controller cleared the pilot to fly along the shoreline at or below 500 ft. The pilot acknowledged at 1932:30. About one minute later, while at 700 ft msl and 0.2 nm from the Class Bravo airspace limit, the airplane began a 90° right turn off course and descended through 500 ft msl. It continued on a southeasterly heading, descending to 200 ft msl before radar contact was lost at 1933:32, about 0.6 nm southeast of Breezy Point, Queens. There were no distress transmissions.
Witness Observations
Several witnesses observed the airplane descend into the ocean. One witness described the descent angle as about 45° and reported hearing an "explosion" shortly after. A helicopter pilot assisting in the search noted that it was "pitch black" over the water.
Pilot Information
The pilot held a private pilot certificate with airplane single-engine land rating. His most recent third-class FAA medical certificate was issued August 5, 2014. According to his logbook, he had accumulated about 280 total flight hours, about 270 in the accident make and model. He had 4 hours of night experience, all from primary flight instruction in September 2014, and 3.5 hours of simulated instrument time, the most recent on October 8, 2014, for 0.3 hour, listed as "private pilot practical exam."
Aircraft Information
The light sport airplane was manufactured in 2011 and powered by a 100-horsepower Rotax 912ULS reciprocating engine. The most recent condition inspection was completed November 2, 2015, at a total time of 321.4 hours.
Meteorological Information
A weather observation near the accident time at JFK, about 9 nm away, included wind from 100° at 3 knots, visibility 10 statute miles, clear skies below 12,000 ft, temperature 14°C, dew point 11°C, and altimeter setting 30.35 inches of mercury. Sunset was at 1648, end of civil twilight at 1717, and moonrise at 0040 on November 5. The moon was a waning crescent with 39% illumination. The pilot had no contact with Lockheed Martin Flight Services or DUATS on the accident date.
Wreckage and Impact Examination
The wreckage was recovered and examined. Flight control continuity was confirmed. The throttle was full forward, mixture mid-range. The flap indicator, ignition switch, ELT position switch, circuit breaker panel, and radio volume control remained attached; no other instruments were recovered. The two seats were separated from seat tracks.
The wing spar was separated from the fuselage. The forward section of the left wing separated and fragmented; the left aileron remained attached inboard, the flap attached. The empennage separated; the left stabilator remained attached, the right partially separated. The rudder remained attached via cables. The right wing remained on the carry-through spar; its outboard forward section and tip were impact-separated; the aileron and flap remained attached.
Left main landing gear remained attached but that fuselage section separated; left tire separated. Right main landing gear separated; tire attached. Nose landing gear remained on engine mounts.
The propeller remained attached; all three blades fractured midspan. Thumb compression was confirmed on all cylinders. Spark plugs were wet, light grey, normal wear. Crankshaft and valve train continuity confirmed. The right carburetor was impact-separated and not recovered. The left carburetor was disassembled with no anomalies; a 100LL fuel odor was noted. The ballistic recovery system parachute was partially deployed, rocket motor discharged; the handle was not recovered.
Medical and Pathological Information
The autopsy performed by the Office of the Chief Medical Examiner for the City of New York indicated the pilot died from multiple blunt injuries. Toxicology testing by the FAA Bioaeronautical Sciences Research Laboratory was negative for carbon monoxide and carbon dioxide. Hydroxyzine, an antihistamine, was detected in the liver but not in blood.