CEDAR KEY, FL, USA
N6941V
Mooney M20F
DURING FLIGHT, THE PILOT OBTAINED VFR FLIGHT FOLLOWING FROM JACKSONVILLE ARTCC AND WAS ADVISED OF ADVERSE WEATHER ALONG HIS INTENDED ROUTE. THE PILOT QUESTIONED THE CONTROLLER ABOUT A BUILDUP THAT WAS 15-20 MILES AHEAD. RADAR DATA INDICATED THAT THE AIRPLANE WAS HEADING 123 DEGREES, AND ITS GROUND SPEED WAS 125 KNOTS. THE CONTROLLER SUGGESTED THE PILOT FLY SOUTH FOR ABOUT 25 MILES FOR WEATHER AVOIDANCE. RADAR DATA OVER THE NEXT 7 MINUTES INDICATED THE HEADING CHANGED ONLY 25 DEGREES TO A HEADING OF 148 DEGREES. ABOUT 2 MINUTES BEFORE RADAR AND RADIO CONTACT WERE LOST, THE PILOT ADVISED THE CONTROLLER THAT THE FLIGHT WAS EXPERIENCING TURBULENCE. AT ABOUT 2035, THE AIRPLANE ENTERED A RAPID DESCENT FROM 9200 FEET TO 1100 FEET MSL, THEN RADIO AND RADAR CONTACT WERE LOST. WRECKAGE FROM THE AIRPLANE WAS LOCATED IN THE GULF OF MEXICO NEAR THE LOCATION OF THE LAST RADAR CONTACT. REVIEW OF WEATHER RECORDS INDICATE A RAPIDLY DEVELOPING VIP LEVEL 3 TO LEVEL 5 THUNDERSTORM IN THAT AREA.
HISTORY OF FLIGHT On July 5, 1995, about 2035 eastern daylight time, a Mooney M20F, N6941V, was lost from radar and radio contact near Cedar Key, Florida, while on a 14 CFR Part 91 personal flight. Weather conditions near the accident site area are identified in a weather factual report which is an attachment to this report. No flight plan was filed and the airplane is presumed to be destroyed and the commercial-rated pilot is presumed to be fatally injured. One passenger was located and was fatally injured. The flight originated about 1719 eastern daylight time from the Hammond Municipal Airport, Hammond, Louisiana. Before departure the pilot obtained a standard weather briefing by telephone from the Deridder Automated Flight Service Station (AFSS) for a proposed flight from Hammond, Louisiana, to Opa-Locka, Florida. The pilot was advised in part of scattered thunderstorms near Cross City to just north of Tampa, Florida. After departure with full fuel tanks VFR flight following was obtained with several radar control facilities. While en route about 1930, the pilot contacted the Gainesville Automated Flight Service Station Flight Watch requesting a weather advisory. The pilot was advised of a line of thunderstorms that extended from the Valdosta, Georgia, area down to just west of Gainesville, Florida, to over Ocala, Florida. The specialist also advised the pilot "there seems to be a small break in that area ah just out to the west of Orlando, Florida ah then it redevelops in the vicinity of ah Brooksville ah but the ah that line of weather is moving in a westerly direction ah it is ah you can continue down the state and by the time you get to tampa and saint pete you'll be able to continue on to the south without any problems over." The pilot acknowledged this transmission. About 1952, ATC was transferred to the Jacksonville Air Route Traffic Control Center (ARTCC). Review of recorded communications with the Jacksonville ARTCC revealed that about 1952.55, the pilot advised the controller that the flight was at 9,500 feet [mean sea level]. According to a pilot who was flying over the Williston Municipal Airport, Williston, Florida, he heard the pilot of N6941V contact the Cross City Airport Common Traffic Advisory Frequency (CTAF) about 2000 hours. The pilot requested either an airport advisory or inquired if the restaurant was open. The accident airplane did not land at the Cross City Airport. About 2005.22, a hazardous weather advisory was broadcast by the controller. About 2019.09, ATC control was transferred to another sector at the Jacksonville ARTCC. About 2022.26, while on a heading of about 122 degrees and a groundspeed of 124 knots, the pilot asked the ARTCC controller, "I uh was wondering if there was any weather in this build up in front of me probably about uh fifteen or twenty miles." The controller advised the pilot, "you'll probably want to go south for about twenty five miles or so before you get on the south side if what I'm looking at." At 2022.41, the pilot advised the controller that the flight would "...turn a little further south." Review of recorded radar data from 2022.38 to 2024.38 revealed the heading changed to 134 degrees and the ground speed increased to 139 knots. Review of radar data from 2024.38 to 2030.02 revealed a heading change to 148 degrees with a 3 knot decrease in ground speed. The radar data at 2033.32, indicates that the airplane heading was 173 degrees and the groundspeed was 124 knots. Review of recorded voice transmissions with the Jacksonville ARTCC revealed that about 2033.36, the controller questioned the pilot about the flight conditions and the pilot responded, "uh four one victor a little bumpy." The controller advised the pilot, "okay uh looks like in about another eh uh you're going through some light moderate area precip uh next uh six miles or so then look like you'll be in a much clearer area appears to be uh clearer area there in about 6 or seven miles." The pilot acknowledged this at 2034.01, which was the last recorded transmission. The radar data from 2033.32 to 2035.02 indicated the heading changed from 173 to 199 degrees. The next three radar returns each 6 seconds, 6.5 seconds, and 5.5 seconds apart respectively indicates that the heading of the airplane was 195 degrees. About 2035.26, the radar data indicates that the airplane heading was 173 degrees and the altitude was 9,200 feet. The next two radar returns each 6 seconds apart indicate the heading and altitude remained the same. The next radar return at 2035.44, indicates that the heading was 174 degrees and the radar altitude was 3,900 feet. According to Air Traffic Control personnel, the last radar contact was at 2035.50. The recorded altitude of the airplane was 1,100 feet and the location was 29 degrees 7 minutes 42 seconds North latitude and 082 degrees 52 minutes 02 seconds West longitude. The last radar position was located about 9.5 nautical miles and 096 degrees from the Cedar Key Airport. The body of the pilot was not located. The majority of the wreckage was not located. Pieces of the airplane interior and the logbooks for the airplane which were recovered were retained at the Levy County Sheriff Department. PERSONNEL INFORMATION Information pertaining to the pilot is contained in the NTSB Factual Report-Aviation. Information pertaining to the passenger is contained in Supplement S. AIRCRAFT INFORMATION Information pertaining to the airplane is contained in the NTSB Factual Report-Aviation. Additionally, the altimeter and static system certification was last performed on December 9, 1993. METEOROLOGICAL INFORMATION A group chairman report is an attachment to this report. The factual report indicates in part VIP level three thunderstorm located about 6 nautical miles east-southeast of Cedar Key Island. Calculations indicated that the end of sunset was at 2042 hours. COMMUNICATIONS The pilot was in contact with the Jacksonville, Florida, ARTCC when the airplane was lost from radar and radio contact. See the transcript of communications. WRECKAGE AND IMPACT The recovered wreckage consisted in part of the logbooks for the airplane, miscellaneous interior equipment, miscellaneous personal items, and wheel chocks. All items were examined and none were heat damaged. MEDICAL AND PATHOLOGICAL A post-mortem examination of the passenger was conducted by the William F. Hamilton, M.D., Eighth District Medical Examiner, Gainesville, Florida. The cause of death was listed as multiple massive blunt traumatic injuries. ADDITIONAL INFORMATION An NTSB Form 6120.1/2, Pilot/Operator Aircraft Accident Report Form was not prepared and the wreckage was not retained by the NTSB, therefore a release of wreckage form was not prepared.
CONTINUED FLIGHT BY THE PILOT INTO KNOWN ADVERSE WEATHER (VIP LEVEL THREE THUNDERSTORM). THE THUNDERSTORM WAS A RELATED FACTOR.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
