FORT PIERCE, FL, USA
N15091
Piper PA-28-180
The pilot did not obtain a weather briefing from FAA Flight Service or a DUAT's vendor. The pilot was observed to go into the weather room at the airport where commercial computer weather services was available. Departure was delayed due to low ceilings and visibility. After departure the aircraft was observed flying low in fog, collide with powerlines, and crash. Postcrash examination of the aircraft structure, flight controls, engine, and propeller showed no evidence of precrash failure or malfunction.
HISTORY OF FLIGHT On February 14, 1998, about 0833 eastern standard time, a Piper PA-28-180, N15091, registered to an individual, collided with electrical transmission lines near Fort Pierce, Florida, while on a Title 14 CFR Part 91 personal flight. Instrument meteorological conditions prevailed at the time and no flight plan was filed. The aircraft was destroyed and the private-rated pilot was fatally injured. The flight originated from Stuart, Florida, the same day, about 0816. A witness at Witham Field, Stuart, Florida, stated the pilot arrived at the airport about 1 hour before departure. He asked that the fuel tanks on the aircraft be filled, which took 29 gallons. The pilot was observed to go into the weather room several times, where they have available commercial computer weather services and telephones to the FAA Flight Service Stations. When the pilot was ready for departure they drove him to the aircraft which was parked in front of the maintenance hangar. Transcripts of recorded communications between the pilot of N15091 and air traffic Controllers at the FAA Witham Field Control Tower, Stuart, Florida, indicated the pilot called for taxi for takeoff at 0810. The pilot stated he was visual flight rules to Ocala, Florida. The pilot was instructed to taxi to runway 34. At 0814, the pilot reported to controllers that he was ready for takeoff. At 0815:18, the pilot was cleared for takeoff. At 0817:42, the pilot requested a left turn toward Okeechobee. The controller cleared him on course. No further transmissions were received from the aircraft. A witness, located 21 nautical miles west-northwest of Witham Field, stated he was in the yard of his house when he heard the aircraft approach from the west flying to the to east, at a low altitude. He then saw the aircraft as it made a left turn back to the west. As the aircraft flew low on a westerly heading, he saw a large fireball and heard an explosion. He then called emergency personnel. He reported it was foggy at the time of the accident and he observed the aircraft flying in the fog. PERSONNEL INFORMATION The pilot held a private pilot certificate with an airplane single engine land rating, last issued on March 10, 1989. The pilot held a special issuance third class medical certificate, issued on February 20, 1996. The special issuance was due to a diabetes condition. The certificate was valid for 12 months and at the end of that time the pilot was required to submit the results of additional medical testing. This was done and the certificate was extended for an additional 12 months. The pilot's logbook showed the pilot last received a biennial flight review on April 1, 1991. Title 14 CFR Part 61.56c states "no person may act as pilot in command of an aircraft unless, since the beginning of the 24th calendar month before the month in which that pilot acts as pilot in command, that person has: (1) accomplished a flight review given in an aircraft for which that pilot is rated by an authorized instructor". The pilot's logbook showed the pilot had accumulated 688 total flight hours with 580 flight hours in the Piper PA-28-180. The last flight entered in the logbook was on December 28, 1997, when N15091 was taken to Stuart, Florida, for the annual inspection. Additional pilot information is contained in this report under First Pilot Information and in the copy of the pilot's logbook, which is attached to this report. AIRCRAFT INFORMATION Aircraft records showed the aircraft had received an annual inspection on February 12, 1998, and was on the first flight since the inspection. The aircraft had accumulated 3,230 total flight hours. The engine had accumulated 3,230 total flight hours with 1,081 flight hours since major overhaul, which was on February 6, 1980. On May 21, 1978, the last altimeter and static system checks were performed. The transponder was last tested on January 21, 1985. Additional aircraft information is included in this report under Aircraft Information and in the copies of aircraft logbook records attached to this report. METEOROLOGICAL INFORMATION The St. Lucie County Airport, Fort Pierce, Florida, surface weather observation taken at 0847, showed clouds were broken at 18,000 feet and visibility was 7 miles. The airport is located about 17 nautical miles northeast of the crash site. A sheriff's department helicopter pilot flew to the scene from the St. Lucie County Airport, shortly after the accident. He stated the tops of the electrical transmission towers at the crash site were obscured by the low clouds and fog, the cloud ceiling was about 100 feet above the ground, and visibility was about 1/4 to 1/2 mile. A search of weather briefing records by the FAA Miami Automated International Flight Service Station, showed no record that the pilot of N15091 obtained a weather briefing from an FAA Flight Service Station or a DUAT's vendor. Additional meteorological information is included in this report under Weather Information and in attachments to this report. WRECKAGE AND IMPACT INFORMATION The aircraft crashed at 27 degrees, 16.489 north latitude and 80 degrees, 31.884 west longitude. The crash site was located in an orange grove in the 8,000 block of Carlton Road, Fort Pierce, Florida. A private airport was located about 3 miles west of the crash site. Examination of the crash site showed the aircraft had collide with 500,000 volt power transmission lines which run north and south. The collision point was midway between two support towers, at about 65 feet above the ground. At the time of the collision the left wing of the aircraft was severed from the aircraft at the wing root. The fuel tank in the inboard section of this wing was ruptured. The fuel ignited and the entire left wing and a section of power lines received fire and smoke damage. The aircraft continued on a westerly heading after collision with the power lines. The right wing of the aircraft separated. The remainder of the aircraft impacted in the orange grove and came to rest about 200 feet from the power lines. All components of the aircraft were located at the crash site. Continuity of the stabilator, rudder, aileron, and stabilator trim control systems was established. All separation points of the control cables were indicative of overstress separation. Stabilator trim was found in the neutral position. Examination of the engine and propeller showed the propeller flange on the crankshaft was partially separated and the propeller was displaced upward and aft. The propeller blades had damage consistent with rotation at the time of the accident. The engine assembly was rotated and continuity of the crankshaft, camshaft, valve train, and accessory drives was established. Each cylinder produced compression when the engine was rotated. The magnetos were timed to the engine at 24 degrees before top center. Each magneto fired properly when rotated by hand. The deposits on each sparkplug had a color consistent with normal engine operation. The magneto switch was found in the both position and operated normally when tested. All oil lines were open and unobstructed. The engine oil suction screen and oil filter contained uncontaminated oil. Examination of the airframe and engine fuel system showed the fuel selector was positioned to the right fuel tank. All fuel lines were open and unobstructed. The fuel strainer, electric boost pump inlet screen, and carburetor inlet screen did not contain any contamination. All fuel lines, the electric fuel boost pump, the engine-driven fuel pump, and the carburetor contained uncontaminated 100LL aviation fuel. The engine and electric fuel boost pumps operated normal when tested after the accident. All passages within the carburetor were unobstructed and the float and needle shutoff valve operated normally. The engine-driven vacuum pump drive shaft had continuity and disassembly of the pump showed no evidence of malfunction. The aircraft's battery was found to have 12.5 volts after the accident. Examination of the cockpit showed the left pilot's seat belt was separated within the webbing. The aircraft was not equipped with shoulder harnesses. Examination of the failed seat belt showed the webbing had separated at the point it passed through the seat belt adjuster. There was no evidence of deterioration of the webbing. See attached report from FAA Civil Aeromedical Institute. MEDICAL AND PATHOLOGICAL INFORMATION Postmortem examination of the pilot was performed by Dr. Charles A. Diggs, Associate Medical Examiner, Fort Pierce, Florida. The cause of death was attributed to multiple injuries due to blunt trauma. No findings which could be considered causal to the accident were reported. Postmortem toxicology testing on specimens obtained from the pilot was performed by Dennis V. Canfield, Ph.D., FAA Toxicology Laboratory, Oklahoma City, Oklahoma, and by Wuesthoff Memorial Hospital. The tests were negative for carbon monoxide, cyanide, basic, acidic, and neutral drugs. The tests were positive for salicylate. The prescription medication Glucotrol, prescribed to the pilot for his diabetes condition, was found at the accident site. Dr. Canfield reported the FAA laboratory was unable to test for the presence of this medication. ADDITIONAL INFORMATION The aircraft wreckage was released on February 15, 1998, to a representative of Kauff's Transportation Systems, Fort Pierce, Florida. Components retained by NTSB for further testing were returned to the legal representative for the pilot's estate.
The pilot's continued visual flight rules into instrument flight rules conditions and his failure to maintain altitude after encountering instrument flight rules conditions resulting in the aircraft colliding with powerlines and crashing. A factor in the accident was the pilot's failure to obtain a full weather briefing prior to departure.
Source: NTSB Aviation Accident Database
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