History of Flight
On February 12, 2017, about 1106 eastern standard time, a Piper PA-28R-200, N4504X, was destroyed when it impacted the Gulf of Mexico about 7 miles southeast of Cedar Key, Florida. The private pilot and two passengers were fatally injured. The airplane was registered to Flying Arrow, LLC and was operated by the pilot under Title 14 Code of Federal Regulations Part 91. Instrument meteorological conditions prevailed in the area of the accident site, and no flight plan was filed. The flight departed Brooksville-Tampa Bay Regional Airport (BKV) at 1037, destined for George T. Lewis Airport (CDK), Cedar Key.
According to GPS data recovered from a handheld device, the airplane flew a northwesterly track from BKV toward CDK at a cruising altitude of about 2,400 ft msl over coastal islands and the Gulf of Mexico. About 20 nautical miles southeast of CDK, the airplane began to gradually descend near a line of overcast cloud cover that ran from southwest to northeast. Weather data indicated cloud bases decreased in height from south to north. About 3 minutes later, the descent rate increased to about 250 fpm. About 4 minutes later, when about 7 nautical miles from CDK at an altitude of about 1,000 ft msl, the airplane began a descending left 180° turn. During the turn, vertical speed varied, and the airplane briefly climbed before descending at a rate of about 2,900 fpm; the recorded data ended at an altitude of about 570 ft msl.
Personnel Information
The pilot held a private pilot certificate with a rating for airplane single-engine land and did not possess an instrument rating. His most recent FAA third-class medical certificate was issued February 19, 2015, at which time he reported 579 total hours of flight experience. According to his logbook, as of January 28, 2017, he had accrued 606 total hours, including 3 hours in the preceding 90 days and 4.6 hours of simulated instrument flight time, the most recent being 0.3 hour during his last flight review on August 13, 2016, in the accident airplane.
Aircraft Information
The airplane was manufactured in 1975 and equipped with a Lycoming IO-360-C1C engine. Damaged portions of the maintenance logbook were found inside; the most recent annual inspection was completed May 1, 2016, at 2,806 total airframe hours, with 14 hours accrued since. Engine total time and time since overhaul could not be determined.
Meteorological Information
There was no record of the pilot obtaining an official weather briefing. The nearest weather reporting station, Cross City Airport (CTY), about 36 miles north, reported at 1055 an overcast ceiling at 400 ft agl with visibility 10 miles. Atmospheric models indicated fog and low stratus cloud cover up to about 4,000 ft agl at the accident site. South of the accident location, visual meteorological conditions prevailed with clear skies below 12,000 ft agl and visibility greater than 5 miles. The National Weather Service area forecast at 0648 advised scattered to broken clouds at 1,000 ft agl with visibility 3 miles in mist, and overcast clouds at 1,000 ft agl with visibility 3 miles in mist for the eastern Florida panhandle. Advisories warned of IMC at and near the accident site and destination.
Wreckage and Impact Information
The airplane was recovered from the Gulf of Mexico and examined. All major components were accounted for except a large section of the left wing including the left main landing gear. Flight control continuity was established to the rudder, stabilator, and stabilator trim jackscrew. Aileron control continuity was established through overload fractures. The right main and nose landing gears were retracted; flaps were not recovered but the left rod end of the flap torque tube indicated a fully retracted position. The engine separated from the airframe; the propeller remained attached, with two blades exhibiting longitudinal twisting and a third blade bent aft about 180° with leading edge gouging consistent with impact damage on the No. 2 cylinder. Engine rotation revealed crankshaft continuity, valve action on cylinders 1 and 3, and thumb compression on cylinders 1 and 3. Cylinder 2 was significantly damaged with an impact mark from a propeller blade. Neither magneto produced spark due to sand, water, and corrosion. The vacuum pump was intact with intact drive coupling and carbon rotor and vanes.
Medical and Pathological Information
An autopsy performed by the Office of the Medical Examiner, District 8, Gainesville, Florida, listed the cause of death as massive injuries. Toxicological testing by the FAA Bioaeronautical Sciences Research Laboratory was positive for pioglitazone and sitagliptin, used to treat type 2 diabetes and lower blood sugar, respectively. These medications are generally not considered impairing.