NTSB Factual Report

HISTORY OF FLIGHT

On April 12, 2005, about 2007 eastern daylight time (EDT), a Raytheon (Beech) A36 Bonanza airplane, N448T, was destroyed by impact forces and subsequent post crash fire following an in-flight collision with terrain approximately seven miles southwest of South Bay, Florida. The airplane was owned by the pilot, and was being operated as a visual flight rules (VFR) cross-country flight under the provisions of Title 14, CFR Part 91, when the accident occurred. The private pilot, the sole occupant of the airplane, was fatally injured. Visual meteorological conditions prevailed, and no flight plan was on file for the flight that originated from Tampa, Florida, approximately 50 minutes prior to the accident. The pilot's planned destination was Ft. Lauderdale Executive Airport (FXE), Ft. Lauderdale, Florida.

Witnesses reported that the pilot had flown the airplane to Tampa earlier in the day to have it serviced. The airplane was on the return leg of a round-robin flight when the accident occurred.

A deputy with the Palm Beach County Sheriff's Office reported that he observed a large fire near the area he was patrolling. He stated that initially he thought the fire was the result of a pump house explosion and that it was not until after he arrived onsite that he realized the fire was the result of a plane crash.

The deputy reported that dark night conditions, with stars visible, prevailed at the time of the accident.

PERSONNEL INFORMATION

Airman records on file at the Federal Aviation Administration (FAA) Airman's Certification Division, Oklahoma City, Oklahoma, revealed the pilot was issued a private pilot certificate on December 3, 2004, with a rating for airplane single engine land (SEL). The pilot did not hold an instrument rating.

FAA records also indicated that the pilot held an FAA second-class medical certificate issued on September 8, 2004. The medical certificate carried no limitations or waivers.

A review of the pilot's most recent FAA Airmen Certificate and/or Ratings Application (FAA form 8710-1) dated December 3, 2004, conveyed, in part, the following flight times/experience for the pilot:

Flight Time Total Flight (61.0)

Total Flight Instruction (53.0)

Total Solo (8.0)

Instruction Airplane Cross Country (5.0)

Instruction Airplane Night (4.0)

Instruction Airplane Night Cross Country Flts/100 nm (1.0)

Instruction Airplane Instrument (4.0)

Solo Airplane Cross Country (3.0)

Flight training records obtained from Professional Flight Training of Fort Lauderdale, Florida, showed that the pilot enrolled in a Private Pilot Certification Course (Title 14, CFR Part 141) on September 15, 2004. The records indicated the pilot passed the Private Pilot Certification knowledge test on November 30, 2004, and passed the Private Pilot Certification practical test December 3, 2004. According to the training records, the pilot accumulated approximately 60 hours of flight time during the training. None of the private pilot training on record was conducted in a Raytheon A36 Bonanza.

Additional flight training records, obtained from American Flyers of Pompano Beach, Florida, showed that the pilot enrolled in an Instrument Rating/Commercial airplane single-engine land certification course on February 24, 2005. The records showed that the pilot accumulated approximately 31 hours (flight) of training toward an instrument rating from the initial enrollment date through April 11, 2005. None of the instrument training was conducted in a Raytheon A36 Bonanza.

According to representatives from Raytheon Aircraft Services, Tampa, Florida, the pilot received his initial flight training in the accident aircraft from an independent Certified Flight Instructor in central Florida. According to the flight instruction records, the pilot received approximately 10 hours of flight instruction between March 24, 2004 and March 26, 2004. The CFI who conducted the training indicated that the instruction included, in part, normal navigation procedures, slow flight, stalls, engine out procedures, forced landings, unnatural attitude recovery and fire emergencies.

Attempts to locate the pilot's personal flight time logbooks were unsuccessful, and it is believed that they were destroyed during the crash sequence.

AIRCRAFT INFORMATION

The accident airplane, a Raytheon (Beech) A36 Bonanza (serial # E-3602) was equipped with a Teledyne Continental IO-550, rated at 300 horsepower. The single-engine airplane is certified for VFR and IFR operations and was equipped with a Garmin GNS 530A intergraded avionics suite and three-axis autopilot.

The airplane's estimated total time since new (TTSN) was approximately 25 hours. The airplane's TTSN was approximately 12 hours when it was delivered to the pilot on March 24, 2005.

The airplane had no known airworthiness discrepancies.

METEOROLOGICAL INFORMATION

The closest weather observation facility to the accident site was Palm Beach International Airport (KPBI), West Palm Beach, Florida, located approximately 26 miles east of the accident site at an elevation of 16 feet MSL. The airport was equipped with an Automated Observation System (ASOS) and reported the following conditions surrounding the time of the accident:

On April 12, at 1953, the hourly Aviation Routine Weather Report (METAR) was, in part, wind from 170 degrees (true) at 11 knots; visibility 10 statute miles; a few clouds at 4,000 feet; scattered clouds at 25,000 feet; temperature 23 degrees C; dew point 18 degrees C; altimeter 29.87 inches.

According to the U.S. Naval Observatory, official sunset was at 1946, and the end of civil twilight was at 2009. The Moon phase was waxing crescent with 15 percent of the Moon's visible disk illuminated.

COMMUNICATIONS

FAA ATC information indicated that the pilot departed the Tampa International Airport (KTPA), Tampa, Florida, at 1919. According to FAA ATC communication transcripts, the accident aircraft checked on with Miami Air Route Traffic Control Center (ARTCC), approximately 11 minutes after departure, at 1930. The Miami Center ATC specialist acknowledged the pilot, issued the Tampa altimeter and verified the aircraft's altitude of 4,500 feet msl. At 1946, the Miami Center ATC specialist instructed the pilot to contact Miami Center on frequency 132.5. The pilot acknowledged the specialist and established communications with Miami Center on 132.5. At 1952 the Miami Center ATC specialist issued N448T an advisory for traffic at his eleven o'clock position and one mile "maneuvering five thousand six hundred." The pilot of N448T acknowledged the traffic and advised Miami Center that he had the traffic on TCAS (Traffic Alert and Collision Avoidance System). At 1957 the specialist advised the pilot of N448T that the traffic was no longer a factor. The pilot acknowledged the transmission and reported that he was monitoring the before mentioned traffic on TCAS. At 2005 Miami Center instructed the pilot of N448T to contact Palm Beach Approach on 125.2. The pilot acknowledged the ATC specialist stating "one two five point two thanks have a good day." At 2006 the pilot of N448T contacted Palm Beach Approach. According to a transcript of the communication with Palm Beach Approach, the pilot checked on frequency at 2006, stating "Palm Beach (unintelligible) Bonanza four eight four four eight tango." The Palm Beach Approach controller acknowledged the pilot and asked him to verify his final destination, however, the pilot did not respond to the controllers inquiry. This was the last known communications between the pilot of N448T and ATC personnel. FAA ATC communication transcripts for this accident can be found in the public docket.

RADAR INFORMATION

Radar data for the accident aircraft was obtained from the FAA Palm Beach Airport Surveillance Radar (ASR), which is located at the Palm Beach International Airport, Palm Beach, Florida.

The radar targets attributable to N448T were identified by transponder code of 0067. Targets began at 2001:04 and ended at 2006:45. Distance covered was approximately 16 miles. Radar data indicated N448T tracked a southeasterly course at 4,600 feet. The aircraft remained at that altitude until 2006:10 then started a descent. At about 2006:30 the aircraft began a right turn and the last radar return was received at 2006:45, which was abeam the wreckage site. N448T was 3,700 feet. At 2006:51, the aircraft's alphanumeric radar data block went into "coast" status and the ATC computer system could no longer associate the flight plan information with the radar returns.

Additional radar was obtained from the FAA from the Miami Air Route Traffic Control Center. Data was almost identical to that obtained from the Palm Beach Airport Surveillance Radar.

WRECKAGE AND IMPACT INFORMATION

The airplane wreckage was examined at the accident site by investigators from the National Transportation Safety Board, FAA, Raytheon Aircraft and the Palm Beach County Sheriff's Department on April 13, 2005.

The crash site was located adjacent to an irrigation canal in a sugar cane field at 26 degrees 35 minutes 41 seconds north latitude and 80 degrees 46 minutes 04 seconds west longitude. The elevation crash site was approximately 14 feet above mean sea level (MSL). The surrounding terrain was flat, featureless and consisted of new growth sugar cane.

The wreckage debris field encompassed an area approximately 100 feet long (from northwest to southeast) and 25 feet wide. The main wreckage was located in the confines of a large impact crater measuring approximately 18 feet in diameter and 7 feet deep. Two large burn patterns extended outward, at right angles, from the circumference of the crater. The main wreckage was oriented on heading of approximately 145 degrees magnetic.

The main wreckage consisted of the remains of the engine assembly, cabin, right and left wings, and tail assembly. Impact forces and post-crash fire destroyed the forward section of the fuselage and cabin. A majority of the cockpit components and instrumentation were located in the crater and were severely fragmented. The engine assembly was separated from the firewall and was located near the bottom of the crater. The assembly sustained extensive impact and thermal related damage. The number six cylinder assembly (to include the piston, piston pin and upper section of the piston rod) had separated from the case. The piston assembly was smashed flat with a section of the piston pin protruding through the cylinder wall. The 3-bladed Hartzell propeller separated from the engine aft of the propeller mounting flange. One blade was separated from the hub assembly with the remaining two blades still attached to the hub. All three propeller blades were heavily damaged with leading edge gouging, chord wise striations, aft bending and extensive overall deformation. Two of the three blades were missing the last 3 to 4 inches of blade tip. Both wings were located with the main wreckage and sustained extensive impact related damage and fragmentation. The main wing spar was dislodged from the wing assembly. Extensive accordion type leading edge damage was noted to the multiple pieces of leading edge structure. Both flap and aileron assemblies were located in the general vicinity of the wing structure and sustained extensive impact related damage. Both assemblies were heavily fragmented. Both flap actuators were located within the boundaries of the impact crater. Actuator measurements indicated the flaps were in the up position at the time of impact. Multiple pieces of the landing gear assembly were located in the impact crater. The landing gear components were heavily fragmented and distorted. A determination as to the position of the landing gear prior to impact was not determined. The remains of the empennage assembly were located near the center of the impact crater, atop of the main wreckage. The empennage was heavily fragmented and sustained extensive impact and thermal related damage.

No evidence was found to indicate a pre-impact mechanical malfunction or irregularity.

MEDICAL AND PATHOLOGICAL INFORMATION

The Palm Beach County Medical Examiner's Office, West Palm Beach, Florida, performed the autopsy on the pilot-in-command on April 13, 2005. According to the postmortem report, the cause of death was determined to be "multiple blunt trauma injuries." The manner of death was listed as accidental.

FAA Civil Aeromedical Institute (CAMI), Oklahoma City, Oklahoma, conducted toxicology testing on the pilot. According to the postmortem toxicology report, results were negative for carbon monoxide, cyanide, and ethanol, legal and illegal drugs. See attached report for specific test results.

ADDITIONAL DATA/INFORMATION

On September 1, 2005, the airframe, engine and associated components were released to CTC Services Aviation (LAD) Inc, Orlando, Florida.

All times listed in this report reference eastern daylight time (EDT).

NTSB Probable Cause

The pilot's failure to maintain aircraft control while in cruise flight. Factors include night conditions and flat featureless terrain.