20050826024789A

(-23) On August 26, 2005 at approximately 21:15 local time, a Piper arrow, PA-28RT-201 aircraft bearing registration number N8164H, registered to roman airways, inc., and operating under 14 CFR part 91, disappeared from radar over lake erie approximately 10 miles off the coast of Dunkirk, NY. The aircraft had been receiving VFR flight following services from the buffalo air traffic control tower located in buffalo, NY. The flight originated in zelienople, pa (8G7) where the aircraft is based, and was returning following a non-stop scenic flight over the niagara falls area with one pilot and two passengers aboard. A search for the missing aircraft was initiated shortly thereafter and involved assets from the us coast guard, canadian coast guard and integrated customs enforcement. On Monday, August 29, 2005, the us coast guard recovered three (3) seats (identified as the seats from N8164H) and a pair of shoes from lake erie. The search for the aircraft and bodies of the pilot and passengers continue. This accident remains under investigation. Amendment to follow. (-23 amendment) on October 4, 2005, the nys police and the nys dec using si de-scan sonar located the aircraft in approximately 80 feet of water. The debris covered an area on the floor of the lake approximately 40 feet wide by 80 feet long. The majority of the three bodies were recovered with the assistance of the us coast guard. Additionally, a large amount of debris was also recovered including but not limited to a main landing gear assembly, part of the engine mount, throttle quadrant, empennage, some of the carry thru spar assembly, interior cabin furnishings and the engine. NTSB, FAA and Piper examined the airframe wreckage. There was no evidence of an in-flight fire, pre-existing corrosion or other pre-impact failure. NTSB, FAA and textron-lycoming examined the engine wreckage. The engine was disassembled. No evidence of pre-impact damage or wear was detected during the examination. The engine driven vacuum pump was disassembled and the drive coupling and vanes were found to be intact. A privately funded dive team returned to the impact site and recovered additional debris. On November 4, 2005 at 1000 local time, FAA inspector privacy data omitted of the rochester, NY flight standards district office traveled to a dive shop in angola, NY to examine thewreckage. The aircraft wreckage was identified as the Piper arrow, N8164H. Also present at the examination of the wreckage was privacy data omitted (pilot's father) who was accompanied by a friend. In addition, the owner of the dive shop who was responsible for the recovery of the wreckage was present during a portion of the examination. privacy data omitted Provided the FAA with a hand drawn sketch documenting the approximate locations of the recovered items at the bottom of the lake. The sketch was prepared by one of the divers. The wreckage was unloaded from an open trailer and each piece was examined and photographed. The recovered items included one of the propeller blades (with a pronounced "s" curve, missing chunks and gouges on the leading edge and spanwise scratches), a large majority of the pilot's instrument panel (not including the instruments themselves), several avionics components, portion of the right control yoke along with the circuit breaker panel (the individual breakers themselves were badly damaged), a portion of the directional gyro and airspeed indicator, the circumference of the turn coordinator, the starter ring gear, parking brake actuator, part of the alternator, various hoses, lines, connectors and wiring, a portion of the stabilator trim tab, inertial reel shoulder harness, seat rails, portion of the rudder, majority of the flaps, portions of the ailerons, cabin door, majority of one wing (complete with aileron bellcrank and aileron cable) and a portion of the other wing (mostly spar), lower portion of one of the front seats complete with the lap belt fastened across the top, both main tires complete with the tubes inside, nose wheel and tire with most of the nose landing gear assembly, majority of the stabilator spar and one of the main landing gear hinge assemblies. All four of the main landing gear side braces were also present in the wreckage, with three still attached to the wing spars. During the examination of the wreckage there was no evidence of fire damage or pre-existing corrosion. The GPS unit complete with data card and the directional gyro were sent to the NTSB for further examination. FAA inspector privacy data omitted of the faa's allegheny FSDO examined the aircraft records. According to inspector ^priv^, the aircraft had been returned to service following an annual inspection completed on August 1, 2005, with a total time of 4419.4 hours. The engine was last overhauled on may 12, 1994 and had accumulated a total of 719.4 hours. A new propeller was installed on June 13, 1994 and had also accumulated a total of 719.4 hours. The 14 CFR part 91.411 and 91.413 inspections were current having been completed on September 13, 2004. The latest compliance with 14 CFR part 91.207 (ELT tests) was completed on August 1, 2005 with the battery replacement due in January of 2007. Inspector ^priv^ also completed an inspection of the airworthiness directive compliance for the aircraft. He noted that compliance with AD 99-24-10 on the precise flight inc. standby vacuum system was not properly documented. Following an interview with the aircraft maintenance technician that performed the inspection and AD compliance, inspector ^priv^ determined that the functional check stipulated in the AD was not properly completed. The pilot of the aircraft was privacy data omitted and the holder of an FAA commercial pilot certificate with single engine, multi engine and instrument ratings. In addition, he held a flight instructor certificate with airplane single-engine and multi-engine land as well as instrument ratings. FAA records also indicatethat he held a first class medical certificate with no restrictions dated 12-10-2004. Although his logbook was never recovered, according to his most recent application for airmen medical dated 12-10-2004, he had reported a total time of 3,420 hours. The pilot was employed as a first officer on a Canadair regional jet for pinnacle airlines. The date of his most recent flight review was documented in his airline training records as 6-26-2005. Although his total time in type could not be determined, FAA records indicate that he completed an FAA form 8710-1 on August 18, 2004 for the purpose of a flight instructor reinstatement. At that time, he reported a total of 600 hours in the Piper arrow series. In addition, witnesses stated that he had been providing regular instruction for the owner of N8164H in the weeks prior to the accident. Based upon the poor condition of the pilot's remains, the toxicology performed by the faa's civil aeromedical institute in Oklahoma city, ok was limited to muscle tissue. The tests indicated that there were no drugs detected in the muscle tissue.