Accident occurred JUL-16-99 at VINEYARD HAVEN, MA Aircraft: Piper PA-32-R301, registration: N9253N Injuries: 3 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
On July 16, 1999, about 2141 eastern daylight time, a Piper PA-32-R301, Saratoga II, N9253N, was destroyed during a collision with water approximately 7 1/2 miles southwest of Gay Head, Martha's Vineyard, Massachusetts. The certificated private pilot and two passengers were fatally injured. Night visual meteorological conditions prevailed, and no flight plan had been filed for the personal flight conducted under 14 CFR Part 91. The flight originated from Essex County Airport (CDW), Caldwell, New Jersey, and was destined for the Martha's Vineyard Airport, (MVY), Vineyard Haven, Massachusetts. According to witnesses, the flight was en route to Martha's Vineyard to drop off one passenger, and then continue on to Hyannis, Massachusetts. According to computer records, a person using the pilot's subscriber log-in code obtained aviation weather information from an internet site at 1834. The weather information was for a route briefing from Teterboro, New Jersey, to Hyannis, with MVY as an alternate. The forecast for Hyannis called for winds from 230 degrees at 10 knots, visibility 6 miles, and sky clear; with winds becoming 280 degrees at 8 knots. Additionally, no AIRMETS or SIGMETS were issued for the route of flight, and all airports along the route of flight reported visual meteorological conditions. The flight departed CDW at 2038. The pilot informed the CDW tower controller that he would be proceeding north of the Teterboro Airport, and then eastbound. There is no record of any further communications between the pilot and the air traffic control system. According to radar data, the airplane passed north of the Teterboro Airport, and then continued northeast along the Connecticut coastline at 5,600 feet, before beginning to cross the Rhode Island Sound near Point Judith, Rhode Island. A review of the radar data revealed that the airplane began a descent from 5,600 feet about 34 miles from MVY. The airspeed was about 160 knots, and the rate of descent was about 700 feet per minute (fpm). About 2,300 feet, the airplane began a turn to the right and climbed back to 2,600 feet. It remained at 2,600 feet for about 1 minute while tracking on a southeasterly heading. The airplane then started a descent of about 700 fpm and a left turn back to the east. Thirty seconds into the maneuver, the airplane started another turn to the right and entered a rate of descent that exceeded 4,700 fpm. The altitude of the last recorded target was 1,100 feet. On Tuesday, July 20, 1999, about 2240, the airplane was located in 116 feet of water, about 1/4 of a mile north of the 1,100 foot radar target position. The engine, propeller hub and blades, and entire tail section were recovered. The entire span of both main wings' spars were also recovered. Additionally, about 75 percent of the fuselage/cabin area, 80 percent of the left wing structure, and 60 percent of the right wing structure were recovered. The recovered wreckage was taken from an area that was about 120 feet long and oriented along an approximate bearing of 010/190 degrees. Preliminary examination of the wreckage revealed no evidence of an in-flight structural failure or fire. The right wing structure exhibited greater deformation than the left wing structure. Two of the three landing gear actuators were recovered and found in the fully retracted position. There was no evidence of conditions found during examinations that would have prevented either the engine or propeller from operating. Visual inspection of the propeller indicated the presence of rotational damage. Detailed examination of the navigation and communication radios, autopilot, and vacuum systems are planned for a later date. The pilot received his private pilot certificate in April 1998. He did not possess an instrument rating. Interviews and training records revealed that the pilot had accumulated about 300 hours of total flight experience. These hours did not include the recent experience gained in the accident airplane. Pilots who had flown over the Long Island Sound that evening were interviewed after the accident. These pilots reported that the in-flight visibility over the water was significantly reduced.
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NTSB report:
NTSB Identification: NYC99MA178
Accident occurred JUL-16-99 at VINEYARD HAVEN, MA
Aircraft: Piper PA-32-R301, registration: N9253N
Injuries: 3 Fatal.
This is preliminary information, subject to change, and may contain errors.
Any errors in this report will be corrected when the final report has been
completed.
On July 16, 1999, about 2141 eastern daylight time, a Piper PA-32-R301,
Saratoga II, N9253N, was destroyed during a collision with water
approximately 7 1/2 miles southwest of Gay Head, Martha's Vineyard,
Massachusetts. The certificated private pilot and two passengers were fatally
injured. Night visual meteorological conditions prevailed, and no flight plan
had been filed for the personal flight conducted under 14 CFR Part 91. The
flight originated from Essex County Airport (CDW), Caldwell, New Jersey, and
was destined for the Martha's Vineyard Airport, (MVY), Vineyard Haven,
Massachusetts. According to witnesses, the flight was en route to Martha's
Vineyard to drop off one passenger, and then continue on to Hyannis,
Massachusetts. According to computer records, a person using the pilot's
subscriber log-in code obtained aviation weather information from an internet
site at 1834. The weather information was for a route briefing from
Teterboro, New Jersey, to Hyannis, with MVY as an alternate. The forecast for
Hyannis called for winds from 230 degrees at 10 knots, visibility 6 miles,
and sky clear; with winds becoming 280 degrees at 8 knots. Additionally, no
AIRMETS or SIGMETS were issued for the route of flight, and all airports
along the route of flight reported visual meteorological conditions. The
flight departed CDW at 2038. The pilot informed the CDW tower controller that
he would be proceeding north of the Teterboro Airport, and then eastbound.
There is no record of any further communications between the pilot and the
air traffic control system. According to radar data, the airplane passed
north of the Teterboro Airport, and then continued northeast along the
Connecticut coastline at 5,600 feet, before beginning to cross the Rhode
Island Sound near Point Judith, Rhode Island. A review of the radar data
revealed that the airplane began a descent from 5,600 feet about 34 miles
from MVY. The airspeed was about 160 knots, and the rate of descent was about
700 feet per minute (fpm). About 2,300 feet, the airplane began a turn to the
right and climbed back to 2,600 feet. It remained at 2,600 feet for about 1
minute while tracking on a southeasterly heading. The airplane then started a
descent of about 700 fpm and a left turn back to the east. Thirty seconds
into the maneuver, the airplane started another turn to the right and entered
a rate of descent that exceeded 4,700 fpm. The altitude of the last recorded
target was 1,100 feet. On Tuesday, July 20, 1999, about 2240, the airplane
was located in 116 feet of water, about 1/4 of a mile north of the 1,100 foot
radar target position. The engine, propeller hub and blades, and entire tail
section were recovered. The entire span of both main wings' spars were also
recovered. Additionally, about 75 percent of the fuselage/cabin area, 80
percent of the left wing structure, and 60 percent of the right wing
structure were recovered. The recovered wreckage was taken from an area that
was about 120 feet long and oriented along an approximate bearing of 010/190
degrees. Preliminary examination of the wreckage revealed no evidence of an
in-flight structural failure or fire. The right wing structure exhibited
greater deformation than the left wing structure. Two of the three landing
gear actuators were recovered and found in the fully retracted position.
There was no evidence of conditions found during examinations that would have
prevented either the engine or propeller from operating. Visual inspection of
the propeller indicated the presence of rotational damage. Detailed
examination of the navigation and communication radios, autopilot, and vacuum
systems are planned for a later date. The pilot received his private pilot
certificate in April 1998. He did not possess an instrument rating.
Interviews and training records revealed that the pilot had accumulated about
300 hours of total flight experience. These hours did not include the recent
experience gained in the accident airplane. Pilots who had flown over the
Long Island Sound that evening were interviewed after the accident. These
pilots reported that the in-flight visibility over the water was
significantly reduced.
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