History of Flight
On September 3, 2016, about 0950 eastern daylight time, a Cessna 172N, N6091E, was destroyed when it struck the Atlantic Ocean while maneuvering near Hollywood, Florida. The private pilot and a pilot-rated passenger were fatally injured. The airplane was owned by Volux Aviation LLC and operated by the private pilot. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under 14 Code of Federal Regulations Part 91. The airplane departed from Pompano Beach Airpark (PMP), Pompano Beach, Florida, at 0932, destined for Ocean Reef Club Airport (07FA), Key Largo, Florida.
While flying south along the shoreline, the pilot contacted Fort Lauderdale/Hollywood International Airport (FLL) tower and requested to fly through the airspace below 500 ft above ground level. The controller approved but advised of "heavy precipitation at the 12 o'clock position and 4 miles ahead" and stated, "you should turn left and go off shore 3 miles to avoid the thunderstorm." The pilot acknowledged, and 3 minutes later reported, "I am turning back to the north." The controller approved, and no further communications were received.
Radar and GPS data from a portable receiver showed the pilot did not turn left offshore but maintained a southerly heading. The last GPS-derived position at 0950 recorded altitude 440 ft, groundspeed 85 knots, tracking southbound. About 0951, when the pilot reported turning north, radar contact was lost at 200 ft with the airplane tracking eastbound. The wreckage was located about 2 miles east of the shoreline submerged in about 15 ft of water.
Personnel Information
According to FAA records, the pilot held a private pilot certificate with an airplane single-engine land rating. His most recent FAA third-class medical certificate was issued July 6, 2015, at which time he reported 795 hours of flight experience. A logbook review showed 818.4 total hours, with 3.5 hours in the previous 90 days.
Aircraft Information
The airplane received an airworthiness certificate on December 13, 1978. It was powered by a Lycoming O-320-H2AD engine driving a McCauley propeller. The most recent annual inspection was completed on February 16, 2016, at a total time in service of 5,047.8 hours. The engine had 38.3 hours since major overhaul, and the airplane had flown about 105 hours since that inspection.
Meteorological Information
No record existed of the pilot receiving a preflight weather briefing. At 0953, FLL reported wind from 150° at 10 knots, visibility 10 statute miles in light rain, scattered clouds at 1,500 ft and 6,000 ft, ceiling broken at 10,000 ft, temperature 27°C, dew point 23°C, altimeter 30.06 inches Hg. Remarks indicated rain began at 0952, cumulonimbus clouds overhead through north and from west to northwest moving northeast. A thunderstorm was reported at FLL at 0956 with occasional in-cloud lightning to the north, ending at 1023 with 0.01 inch of rain.
National Weather Service Miami WSR-88D radar in severe storm mode showed a band of heavy-to-extreme echoes along the southeast Florida coast east of FLL from 0938 to 0953. The lowest 0.5° scan between 870 and 3,220 ft showed echoes of 40 to 52 dBZ. Overlaying the GPS track on the 0953 image indicated the airplane entered a small intense reflectivity core of 51 dBZ.
Wreckage and Impact Information
The airplane was recovered from water and examined. Both wings separated at their roots with aft crushing along leading edges. Flight control cable continuity was established from cockpit to all surfaces. The elevator trim actuator measured in a nose-down position. Engine valve train continuity was verified; thumb compression on all cylinders was achieved by rotating the propeller. All flight control surfaces remained at least partially attached. Flaps were in the "up" position. Both fuel tanks were breached with hydraulic deformation. The left main landing gear separated from the fuselage. All seats separated from their mounting points.
Medical and Pathological Information
An autopsy performed by the Broward County Medical Examiner listed the pilot's cause of death as multiple blunt force injuries. Forensic toxicology by the FAA detected no carbon monoxide in the blood and no drugs in the urine.