Pensacola, FL, USA
N7160Z
PIPER PA-25-235
The pilot had been flying for about 20 to 30 minutes, practicing banner tow pick-up and using the local left-hand traffic pattern prior to the accident. One witness noted the airplane in a closer than normal traffic pattern as it was turning to the runway and close in to his house. The engine made a "couple of popping sounds and went silent" about 300 feet above ground level. The airplane was then observed in a left bank and 45-degree nose down attitude as it descended into terrain. All other witnesses reported that the engine was not running at the time of the accident. Examination of the wreckage revealed that the fuel system had not been compromised. No fuel could be seen in the fuel tank. A fuel sample was taken from the lower firewall fuel drain and was found to be consistent with the odor and color of 100 low lead aviation fuel. Removal and examination of the carburetor fuel bowl found approximately 8 ounces of fuel remaining. The date of the airplane’s last fueling and the hours of operation since that fueling could not be determined. Postmortem toxicology testing performed on specimens from the pilot was consistent with recent ingestion of a night-time multisymptom cold reliever containing a sedating antihistamine. The pilot's weight may have placed him at risk for obstructive sleep apnea and associated daytime fatigue. The pilot may have been impaired by fatigue from recent use of a sedating antihistamine, from poor sleep due to cold symptoms, and/or from the effects of undiagnosed obstructive sleep apnea; however, the role of any such impairment in the accident could not be definitively determined.
On January 6, 2009, at 1045 central standard time, a Piper PA-25-235, N7160Z, crashed into the ground shortly after takeoff from the Ferguson Airport (82J), Pensacola, Florida. The certificated commercial pilot was killed and the airplane sustained substantial damage. The flight was operated as a personal flight under the provisions of 14 Code of Federal Regulations (CFR) Part 91, and no flight plan was filed for the local flight. Visual meteorological conditions prevailed at the time of the accident. The flight originated from 82J at 1010. According to a witness at 82J, the pilot was practicing banner-tow maneuvers, and using the local left-hand traffic pattern prior to the accident, which included takeoffs, landings, and slow flight. The witness noticed that the accident airplane was in slow flight, about 300 feet above runway 18. He noted the airplane in a closer than normal traffic pattern and the airplane turning to the runway and close in to his house. The winds were fairly strong, but steady from the south. At times, the airplane had almost no groundspeed because of the winds. The witness watched the airplane until it went out of his sight behind a T-hangar. Shortly thereafter, the witness was traveling to his hangar with a friend, and had passed the east side of another T-hangar. The witness then saw the airplane appear into view from the north side of the T-hangars, in a slight left wing down descending turn, and in an approximate 45-degree dive. The wings leveled but the dive continued until the airplane impacted the ground. One of the witnesses stated that the engine made a “couple of popping sounds and went silent.” Other witnesses stated that the engine was not running at the time of the accident. The pilot, age 42, held a commercial pilot certificate, with airplane single-engine land and instrument airplane ratings. The pilot held a second-class medical certificate issued on May 14, 2008, with a restriction that he must wear corrective lenses. The pilot’s most recent medical certificate indicated that he had accumulated 2,500 hours of flight time. The pilot’s logbook was not recovered for examination. According to a Federal Aviation Administration inspector, examination of the accident site showed that the airplane was partially intact. The left wing was sheared off outboard of the lift strut and impacted into pine trees at ground level. The main wreckage was resting upright. Both main landing gear had broken away and were underneath the wreckage. The fuselage was bent to the left, aft of the hopper. Closer examination of the fuselage revealed that the tubular structure aft of the hopper was broken. The top of the canopy and left door were located outboard of the right wing. Both propeller blades were bent aft about 60-degrees with light rotational scratches on the forward surfaces of the blades. Visual inspection of the fuel tank and fuel system revealed that neither had been compromised. No fuel could be seen in the fuel tank. A fuel sample was taken from the lower firewall fuel drain and was found to be consistent with the odor and color of 100 low lead aviation fuel. Removal and examination of the carburetor fuel bowl found approximately 8 ounces of fuel remaining. The date of the airplane’s last fueling and the hours of operation since that fueling could not be determined. Further examination of the engine found continuity from the propeller to the accessory gear box. Compression was confirmed in all of the cylinders. An autopsy was performed on the pilot on January 7, 2009, by the Office of the Medical Examiner, District 1, Florida. The autopsy finding reported the cause of death as Blunt impact of head and neck. Forensic toxicology was performed on specimens from the pilot by the Federal Aviation Administration Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. The toxicology report stated that there was no carbon monoxide, cyanide or ethanol detected in blood or vitreous. However, there was 70.8 (ug/ml, ug/g) acetaminophen detected in urine, Dextromethorphan detected in urine, dextrorphan detected in urine 0.04 (ug/ml, ug/g) doxylamine detected in blood and doxylamine detected in urine. The pilot’s most recent application for 2nd class Airman Medical Certificate, dated July 14, 2008, indicated “No” in response to “Do You Currently Use Any Medication,” to all items under “Medical History,” and to “Visits to Health Professional within Last 3 Years.” Height was noted as 72 inches and weight as 265 pounds.
The pilot’s failure to maintain airspeed following a total loss of engine power during a low-level approach, which resulted in an aerodynamic stall. Contributing to the accident was fuel exhaustion due to the pilot’s inadequate preflight planning.
Source: NTSB Aviation Accident Database
Aviation Accidents App
In-Depth Access to Aviation Accident Reports
