Accident Details
On February 12, 2016, at about 1850 central standard time, a Piper PA-28-181, registration N2209W, was destroyed when it struck water while maneuvering to land at Destin Executive Airport (DTS) in Destin, Florida. The private pilot and a passenger sustained fatal injuries. The flight originated from Pearland Regional Airport (LVJ) in Pearland, Texas, around 1715. Night visual meteorological conditions were present, and no flight plan was filed for the personal flight conducted under 14 CFR Part 91.
Radar and Witness Information
According to FAA radar data, the airplane approached DTS from the west and flew along the south shore of the airport for landing on runway 32. It crossed the approach end of runway 32, turned upwind on the east side, and continued in a left circuit around the airport at altitudes between 500 and 700 feet mean sea level (msl). The radar track showed a left turn consistent with a base leg for runway 32, but instead of rolling out on a 050-degree ground track, the airplane rolled out on about 090 degrees and flew through the final approach course, tracking parallel to the coast. It then turned 90 degrees south over the water. The last radar target indicated 175 feet msl at 128 knots groundspeed.
A witness monitoring the CTAF while approaching DTS reported hearing the accident pilot announce a go-around and his positions as he circumnavigated the airport. The pilot's last call stated he would be "circling somewhere." No further communications were heard. The witness described windy conditions and "extremely bumpy" air below 300 feet.
Another witness, jogging east along the beach, told an FAA inspector that his attention was drawn to the airplane as it crossed the beach heading south over the water. He stated the engine was running but the front of the airplane was illuminated as if the engine was "on fire." He reported the airplane in a wings‑level attitude, not turning, but descending rapidly. Upon water impact, he heard an explosion and the light went out.
Weather and Pilot Information
At the time of the accident, DTS reported clear skies, wind from 240 degrees at 7 knots gusting to 15 knots. Official sunset was at 1731, end of civil twilight at 1755. The moon was 13 percent illuminated in the western sky.
FAA records show the pilot held a private pilot certificate with airplane single engine land rating. His most recent third‑class medical was issued March 3, 2014, at which time he reported 306 total flight hours. The pilot did not possess an instrument rating.
Toxicological testing by the FAA Bioaeronautical Sciences Research Laboratory was negative for all tested drugs. An autopsy by the Office of the Medical Examiner, District I, Florida, listed the cause of death as multiple blunt force injuries.
Aircraft and Wreckage Examination
The four‑seat, single‑engine, low‑wing airplane was manufactured in 1979 and equipped with a Lycoming O‑360 series reciprocating engine. Maintenance logbooks were not recovered, but copies showed the most recent annual inspection was completed May 8, 2015, at 2,239 total aircraft hours. On February 9, 2016, the engine oil was changed at 2,272 total aircraft hours.
The airplane was recovered from the Gulf of Mexico and examined. According to the FAA inspector, the airplane was destroyed by impact forces. Except for a large section of the right wing, all major components were accounted for. The engine and propeller were entangled with the instrument panel, control cables, and wiring. All damage was consistent with impact and overload separation. No evidence of pre‑ or post‑impact fire was found.
The engine could not be rotated by hand at the propeller due to sediment and corrosion from salt water immersion. After disassembly, the crankshaft rotated freely. The propeller spinner was fragmented; one blade had scratches on front and rear surfaces but was otherwise intact; the other blade was curved aft about 90 degrees with twisting, leading edge gouges, and trailing edge "S" bending. Impact damage and saltwater immersion precluded testing of engine accessories; the vacuum pump rotor and vanes were intact.
Examination of the airframe and engine revealed no preimpact mechanical anomalies that would have prevented normal operation.