ATL02FA051

At 1117 the pilot called Miami Center stating that he was leaving 4,500 feet for 5,000 feet. At 1140 Miami Center advised the pilot several times that radar contact was lost, but there was no response, and there was no further contact with the pilot. Examination of the wreckage on-scene, found the cockpit, engine, and a small portion of the aft empennage in a confined area with the cockpit and instruments fire damaged. The wings, vertical stabilizer, horizontal stabilator, and pieces of the empennage were found scattered within 500 feet of the cockpit area. The right aileron and flap, were not located. A review of available weather data showed that a frontal boundary was situated in the vicinity of the accident location. The Melbourne Doppler radar indicated that a moderate rain shower was near the accident location at the accident time. In addition, the radar's Velocity Azimuth Display wind profiles around the accident time indicated that the wind below 3,000 feet was from the north-northeast and the wind at 5,000 feet was from the south at 15-20 knots producing updrafts of localized severe to extreme turbulence. Pilot reports indicated that Instrument Meteorological Conditions were present in the accident area.

History of flight

On February 23, 2002, at 1140 eastern standard time, a Piper PA-28-180, N7345W, registered to a private owner and operated by the commercial pilot, broke up in-flight over the Fort Drum Wildlife Management Reserve, in Vero Beach, Florida. The personal flight was operated under the provisions of Title 14 CFR Part 91, and instrument flight rules. Instrument meteorological conditions prevailed and an Instrument Flight Rules (IFR) flight plan was filed. The commercial pilot and passenger sustained fatal injuries, and the airplane was destroyed during the in-flight breakup and post-crash fire. The flight originated from West Palm Beach, Florida, on February 23, 2002, at 1113.

On February 22, 2002, at 2006 the pilot called Miami Automated Flight Service Station (AFSS) on the telephone and stated that he would be departing North County Airport for the Orlando Executive Airport IFR. He stated that he had the weather but wanted the departure and destination airport weather again as well as the winds at 3,000 feet. When asked, the pilot stated that he had the flight precautions. The requested weather was provided along with the destination forecast and an advisory that the weather was worse then forecast. The briefer stated that he would not go if he did not have to with the current weather.

At 1029 the day of the accident the pilot telephoned Miami AFSS on the telephone and advised that he wanted to go IFR from North County Airport to Orlando in thirty-minutes. The AIRMET for IFR conditions was given and a weather briefing was provided. The pilot was advised that Visual Flight Rules were not recommended, and an IFR flight plan was filed.

At 1110 the pilot picked up his IFR clearance. At 1113 The pilot checks in with the north departure controller. The pilot was instructed to climb and maintain 5,000 feet, fly heading 360, and he was cleared to ORL via radar vectors. At 1116 the pilot was instructed to turn left heading 320 and intercept the PBI 327 radial. At 1117 the pilot called Miami Center stating that he was leaving 4,500 feet for 5,000 feet. At 1140 Miami Center advised the pilot several times that radar contact was lost, but there was no response, and there was no further contact with the pilot.

A review of available weather data showed that a frontal boundary was situated in the vicinity of the accident location. The Melbourne Doppler radar showed that a moderate rain shower was near the accident location at the accident time. In addition, the radar's Velocity Azimuth Display wind profiles around the accident time indicated that the wind below 3,000 feet was from the north-northeast and the wind at 5,000 feet was from the south at 15-20 knots. Pilot reports showed that Instrument meteorological conditions were present in the accident area.

Personnel information

The commercial pilot held ratings in single and multiengine instrument airplanes. The pilot's most recent first class medical certificate was issued on August 15, 2001, with no limitations or waivers, and he reported having 1,400 hours total civilian hours. The pilot's personal log book was not recovered.

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Aircraft information

The Piper PA-28-180, N7345W, S/N 28-1222, was a four seat, single engine airplane, and was registered to a private individual in Oviedo, Florida. The airplane's maintenance records were not recovered.

Meteorological information

Surface weather observation from Vero Beach Municipal Airport, Florida, with a field elevation of 24 feet mean sea level, augmented Automated Surface Observations System, located about 084 degrees at 18 nautical miles from the accident location, reported at 1144, wind 240 degrees at 12 knots; visibility 2 statute miles, with moderate rain mist, sky condition, scattered 900, broken 2,400 feet, overcast 3,500 feet, temperature 20 degrees Celsius, dew point 19 degrees Celsius, altimeter setting 29.77 inches of mercury.

Surface weather observation from Melbourne International Airport, Florida, with a field elevation of 33 feet msl, augmented ASOS, located about 011 degrees at 30 nautical miles from the accident location, reported at 1133, wind 330 degrees at 7 knots, visibility 1 3/4 miles, present weather heavy rain mist, sky condition overcast 500 feet, temperature 17 degrees Celsius, dew point 17 degrees Celsius, altimeter setting 29.80 inches of mercury, remarks ceiling 400 feet variable 1,000 feet.

Surface weather observation from Fort Pierce St. Lucie County International Airport, Florida, with a field elevation of 23 feet mean sea level, augmented Automated Surface Observations System, located about 110 degrees at 22 nautical miles from the accident location, reported at 1133, wind 240 degrees at 8 knots; visibility 2 statute miles, with light rain mist, sky condition, few 600 feet, broken 2,900 feet, overcast 4,800 feet, temperature 20 degrees Celsius, dew point 19 degrees Celsius, altimeter setting 29.78 inches of mercury.

The National Weather Service (NWS) Surface Analysis chart for 1000 showed a low pressure center near Fort Myers, Florida. The chart showed that a warm front extended northeastward from the low across Florida north of Lake Okeechobee to near Vero Beach and then continued off the coast into the southwestern Atlantic Ocean.

The NWS Surface Analysis chart for 1300 showed that the center of low pressure had reformed just off the eastern coast of Florida. A cold front stretched from the low southward along the Florida coastline.

The NWS 850 millibar Analysis chart (approximately 5,000 feet) for 0700 showed a center of low pressure near Tampa, Florida, with a sharp trough of low pressure southwestward to the western Caribbean Ocean. Station plots on the chart showed southwesterly winds at around 30 knots over southern Florida. Also, the chart showed a light easterly wind at 4,000 feet near Melbourne, Florida, and east-northeasterly winds at about 15 knots near Jacksonville, Florida.

The NWS 850 millibar Analysis chart for 1900 indicated that the center of low pressure had reformed over the southwestern Atlantic Ocean . A sharp trough of low pressure extended southwestward over southern Florida.

Wreckage and impact information

Examination of the wreckage on-scene, found the cockpit, engine, and a small portion of the aft empennage in a confined area with the cockpit and instruments fire damaged. The wings, vertical stabilizer, horizontal stabilator, and pieces of the empennage were found scattered within 500 feet of the cockpit area. The right aileron and flap, were not located.

Airplane components were scattered over approximately 1/8 of a mile. (There was a post-impact fire that was confined to the lower and forward cockpit area only.) The origin and fire source was undetermined.

Examination of the left wing found it separated from the fuselage 22 inches inboard of the main spar box. The fracture surfaces were clean and granular. The main spar box fractured in an upward direction. There was 27 inches of upper and lower leading edge skin that separated forward of the main spar starting at the wing root. There were several blue paint transfers noted on the upper wing skin. The forward spar attachment was pulled and separated from the fuselage and the nut and bolt attachment remained intact. The main gear remained attached with no evidence of damage. The fuel tank was crushed aft on the leading edge and was void of fuel. The fuel cap was separated and not recovered. The outboard 90 inches of wing was separated from the fuel tank and was bent downward 45 degrees. The wing tip remained attached however the trailing edge was separated by the aileron balance weight. The aileron remained attached to its hinges but was buckled about 24 inches inboard from the tip. Continuity was established from the aileron bell crank to the wing root area. The flap was attached to all three hinges. The flap connecting rod was separated from the flap eyebolt. The aft