NTSB Factual Report

On September 9, 2018, about 1037 eastern daylight time, a Cessna 335, N2707J, was destroyed when it impacted terrain in John Prince Park, Lake Worth, Florida. The pilot and passenger were fatally injured. Day visual meteorological conditions prevailed at the time, and no flight plan was filed for the flight that departed Key West International Airport (EYW), Key West, Florida, about 0936. The flight was destined for Palm Beach County Airpark (LNA), Lake Worth, Florida. The airplane was privately owned and operated the provisions of Title 14 Code of Federal Regulations Part 91.

The pilot had fueled the airplane on September 5 at LNA, with an order to top off the main (wingtip) fuel tanks. He flew from LNA to EYW uneventfully on September 6.

Shortly before the accident, several witnesses reported that while the airplane was on approach to runway 16 at LNA, while in the traffic pattern near the left base leg, it rolled back and forth, became inverted, then descended to the ground in a spiral or spin.

The airplane impacted trees and terrain in a park about 1 mile north of LNA. The main wreckage came to rest upright on a heading of about 030° magnetic. The airplane was partially consumed by a post-crash fire. The wreckage path was also oriented along 030° and was about 40 feet in length. The impact area was surrounded by trees and the only damage to branches were those directly above the main wreckage. A series of three ground scars consistent with propeller strikes were located on an asphalt jogging trail along a heading of 030°, which were in line and about 15 feet behind the right engine.

Examination of the wreckage revealed that all the major components of the airplane were present at the accident site. The center and forward fuselage, as well as a large section of the left wing outboard of the left engine, were significantly damaged by postimpact fire. The aft fuselage was partially separated at the aft bulkhead, and the empennage was intact with only minor damage to right horizontal stabilizer leading edge, near its root. The right wing was buckled downward near the right engine, and the leading edge was consumed by fire outboard of the right engine. The split-type flaps were partially extended. The landing gear actuator was found in the full down/extended position. Flight control continuity was established from the cockpit controls to the flight control surfaces. All control ends remained attached to their attach points except for the aileron yoke interconnect chain, which was found off the sprockets consistent with impact forces.

All five fuel caps were intact and secure. The main wingtip fuel tanks were separated from the wing, with no damage to the attach fitting baffle. Both wing auxiliary fuel tanks were significantly fire damaged and partially consumed. The left wing locker fuel tank was intact and about 15 gallons of fuel were recovered from it. The left fuel selector valve remained attached to the wing and was confirmed via an air test, to be in the main tank position. The right fuel selector valve remained attached to the control rod only and appeared to be in the main tank position, but could not be confirmed with an air test. Both of the remotely located cockpit fuel selector handles were found in the auxiliary tank position.

Both mixture controls were found near the cutoff position. The right propeller lever was near the low pitch position. The left propeller lever was near mid travel. The right throttle was near the full forward position. The left throttle was near mid travel. All throttle quadrant control levers were folded over and bent towards the left.

The right engine remained attached to the wing. The propeller remained attached to the engine. All three propeller blades were bent and twisted aft, with chordwise scratches and leading-edge gouges. The left engine remained attached to the left with its cowling intact. The propeller was separated at the propeller flange. Two blades remained attached to the propeller hub, one of which was largely undamaged. The second blade was bent slightly, approximately 8 inches from the root, and again about 24 inches from the root, with a slight twist. The third blade

was separated from the hub and was largely undamaged.

A review of airplane maintenance logbooks revealed that the most recent annual inspection was performed on July 23, 2018, at an aircraft total time of 3,242 hours. The total time on the airplane at the time of the accident could not be determined. Both engines were 300 horsepower turbo-normalized six-cylinder engines driving three bladed propellers. At the time of the most recent annual inspection, both engines had accrued 1,809 hours since overhaul.

According to Federal Aviation Administration (FAA) airman records, the 70-year-old pilot did not possess a valid medical or airman certificate. He had previously held a private pilot certificate with ratings for airplane single- and multiengine land. His most recent medical certificate was issued on June 30, 2014. According to his logbook, he had accumulated 1,779 hours of total flight experience, of which 157 hours were in the same make and model as the accident airplane.

At 1055, the reported weather at LNA included wind from 280° at 5 knots, with scattered clouds at 2,400 feet above ground level.

An electronic primary flight display and engine monitor, both of which have the capability to record flight data, were forwarded to the NTSB laboratory for examination.

The wreckage was retained for further examination.