# NTSB MIA03FA167: Piper PA-31, N93DC, Clearwater, FL, August 21, 2003 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: August 21, 2003, 16:48 local (20:48 UTC) - Place: Clearwater, FL - Coordinates: 27.986389, -82.761108 - Nearby events: https://openairdocs.org/map.md?lat=27.9864&lon=-82.7611&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal, 1 serious - Status: Completed, report April 25, 2006 - Report: Approved by Office Director - Parties: FAA Flight Standards District Office, Textron Lycoming, The New Piper Aircraft, Inc., Hartzell Propeller, Inc. - NTSB case key (mKey): 57784 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA03FA167 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/57784/pdf - Page: https://openairdocs.org/ntsb/MIA03FA167 ## Probable cause The failure of the flightcrew to maintain airspeed (Vs) resulting in an inadvertent stall, uncontrolled descent, and in-flight collision with the ground. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, approach - vfr pattern - final approach - airspeed(vs) - not maintained, flightcrew (cause) - stall - inadvertent, flightcrew - In flight collision with terrain/water, descent - uncontrolled - terrain condition - ground ## Analysis The airplane experienced an in-flight loss of control and crashed into a residential area. The flight departed VFR and when near the destination airport flew between areas with VIP Level 5 reflectivity. There was no record of a preflight weather briefing. The flight continued towards the destination airport and encountered lesser intensity reflectivity. An individual at the destination airport reported hearing an occupant of the airplane ask, "...for an advisory for the field", and "...what the weather was like." The individual at the airport advised that the winds appeared to be in favor for runway 16, which was left hand traffic, the runway was wet, and the rain seemed to be letting up. There were no further communications from the accident aircraft. A pilot-rated witness located north of the destination airport, and nearly due west of the accident site reported seeing the airplane on what he thought was final approach to runway 16, but the airplane was "very low." The witness reported the airplane made a, "sudden, sharp turn to the left [flying eastbound]." He then lost sight of the airplane and proceeded to the accident site. Another pilot-rated witness who was located in a vehicle approximately 1/4 mile west-northwest of the accident site reported observing an airplane flying from the northwest. The airplane banked to the left flying eastbound at a, "...very slow airspeed and banking and yawing left and right." While flying eastbound it appeared to him that whomever was flying the airplane was executing a go-around as evidenced by the landing gear retracting, followed by the flaps. The airplane then appeared to climb which appeared very unstable, again yawing left and right. The airplane then banked to the right, stalled, and entered a spin impacting the ground. Still another witness who was located approximately 1/10th of a nautical mile east-southeast from the accident site reported he came out of his house after the rain ended and was facing west. He saw the accident airplane from the northwest and thought it had descended lower than normal. The airplane was flying above the tops of nearby trees and while flying in a southeasterly direction, pitched up, "darn near got 90 degrees", rolled to the left, and descended straight down. He reported that he did not hear the engines, and thought he should have been able to hear them if the pilot had "revved them up." He estimated his view of the flight lasted approximately 10-15 seconds, and couldn't tell if the landing gear was extended. He did not see any smoke trailing the airplane, and after the impact he ran into his house, called 911, got into his car, and drove to the scene. He heard an explosion, and saw flames. He got to the airplane and helped rescue a passenger who was beating on the aircraft's door. The airplane descended nearly vertical in a residential area and damaged trees approximately 30 feet above ground level. A postcrash fire consumed the cockpit, cabin, portions of both wings, and portions of both engines. Examination of the flight controls, both engines, propellers, and propeller governors revealed no evidence of preimpact mechanical failure or malfunction. Accessories of both engines including the magnetos were destroyed by the postcrash fire. Additionally, both servo fuel injectors were heat damaged which precluded bench testing. During disassembly of the right servo fuel injector, the hub stud was found separated from the hub at the fuel diaphragm. No determination was made whether this occurred during disassembly or occurred preimpact. No determination could be made as to who was operating the controls at the time of the accident. ## Factual narrative HISTORY OF FLIGHT On August 21, 2003, about 1648 eastern daylight time, a Piper PA-31, N93DC, registered to Clearwater Aircraft, Inc., experienced an in-flight loss of control and crashed into a residential area near Clearwater Air Park, Clearwater, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the reported 14 CFR Part 91 business flight from St. Augustine Airport, St. Augustine, Florida, to Clearwater Air Park. The airplane was destroyed by impact forces and a postcrash fire, and the commercial-rated pilot and pilot-rated right front seat passenger were fatally injured. A pilot-rated passenger sustained serious injuries. The flight originated about 1547, from St. Augustine Airport. According to a partial transcription of communications with St. Augustine Air Traffic Control (ATC)Tower, at 1537:38, an occupant established contact and advised the controller they would be departing to the west, and requested taxi clearance; the flight was cleared to taxi to runway 13. At 1545:23, an occupant contacted the tower and advised the controller that the flight was ready to depart. The controller questioned the direction of flight and the response was, "westbound towards tampa." At 1546:28, the controller advised, "niner three delta charlie ah roger vfr runway one three cleared for takeoff make your turnout to the ah southwest." An occupant acknowledged the takeoff clearance and southwest departure route and at 1548:43, the tower controller advised the flight frequency change to Jacksonville Approach was approved. An occupant advised the controller that a change in heading was needed for weather avoidance, which the controller approved. An occupant acknowledged the controller approval to the heading change. There were no further communications with the accident airplane with any ATC facilities; the flight proceeded towards the destination airport. According to an individual located at Clearwater Air Park (destination airport), before the accident occurred, he heard an occupant of an airplane whose registration he could not recall ask, "...for an advisory for the field", and "...what the weather was like." He advised that the winds appear to be in favor for runway 16, which was left hand traffic, the runway was wet, and the rain seemed to be letting up. At a point when the airplane should have landed and had not, he was alerted to the crash by an unknown individual. He called 911, and informed the dispatcher that an airplane had crashed on the runway. He subsequently learned the airplane had not crashed on airport property. A pilot rated witness located north of the Clearwater Air Park (destination airport), and nearly due west of the accident site reported seeing the airplane on what he thought was final approach to runway 16, but the airplane was "very low." The witness reported the airplane made a, "sudden, sharp turn to the left [flying eastbound]." He then lost sight of the airplane and proceeded to the accident site. Another pilot-rated witness who was located in a vehicle approximately 1/4 mile west-northwest of the accident site reported observing an airplane flying from the northwest. The airplane banked to the left flying eastbound at a, "...very slow airspeed and banking and yawing left and right." While flying eastbound it appeared to him that whomever was flying the airplane was executing a go-around as evidenced by the landing gear retracting, followed by the flaps. The airplane then appeared to climb which appeared very unstable, again yawing left and right. The airplane then banked to the right, stalled, and entered a spin impacting the ground. He called 911 and drove to the Clearwater Air Park. He further reported seeing both propellers rotating during all phases of flight. Still another witness who was located approximately 1/10th of a nautical mile east-southeast from the accident site reported he came out of his house after the rain ended and was facing west. He saw the accident airplane from the northwest and thought it had descended lower than normal. The airplane was flying above the tops of nearby trees and while flying in a southeasterly direction, pitched up, "darn near got 90 degrees", rolled to the left, and descended straight down. He reported he did not hear the engines, and thought he should have been able to hear them if the pilot had "revved them up." He estimated his view of the flight lasted approximately 10-15 seconds, and couldn't tell if the landing gear was extended. He did not see any smoke trailing the airplane, and after the impact he ran into his house, called 911, got into his car, and drove to the scene. He heard an explosion, and saw flames. He got to the airplane and helped rescue a passenger who was beating on the aircraft's door. Fire rescue arrived and he was told to leave the area. PERSONNEL INFORMATION The left seat occupant was the holder of a FAA commercial pilot certificate with airplane single engine land, airplane multi-engine land, and instrument airplane ratings. He also was the holder of a FAA certified flight instructor certificate with airplane single engine, airplane multi-engine, and instrument airplane ratings. He was issued a first class medical certificate on July 24, 2002, with the restriction, "must wear corrective lenses." A review of the application for the medical certificate revealed he listed a total time of 600 hours. The right seat occupant (pilot-in-command) was the holder of a FAA private pilot certificate with airplane single engine land, airplane multi-engine land, instrument airplane, and glider ratings. He was issued a second class medical certificate on July 18, 2002, with the restriction, "must wear corrective lenses and possess glasses for near & intermediate vision." A review of the application for the medical certificate revealed he listed a total time of 760 hours. No determination could be made as to who was manipulating the controls at the time of the accident. AIRCRAFT INFORMATION The airplane was manufactured by Piper Aircraft Corporation as a model PA-31, and designated serial number 31-7712017. It was certificated in the normal category and equipped with two Lycoming TIO-540-A2C engines rated at 310 horsepower at 2,400 rpm, and two constant speed, manual feathering Hartzell HC-E3YR-2ATF propellers with FC8468B-6R propeller blades. A review of the airplane maintenance records revealed the airplane was last inspected in accordance with an annual inspection that was signed off as being completed on August 5, 2002. The airplane total time on that date was 6,019.8 hours. The last entry in the airframe logbook was dated February 8, 2003. The entry indicated replacement of the directional gyro; the airplane total time was 6,042.3 hours. METEOROLOGICAL INFORMATION There was no record that the pilot obtained a preflight weather briefing for the intended flight. According to the NTSB Meteorological Factual Report, the closest airport with a surface weather observation was the St. Petersburg-Clearwater International Airport (KPIE), St. Petersburg, Florida, which was located approximately 134 degrees and 6 nautical miles from the accident site. A METAR taken at the airport at 1653, or approximately 5 minutes after the accident, indicates the wind was from 120 degrees at 16 knots gusting to 23 knots. The visibility was 10 statute miles, the present weather-thunderstorms; broken clouds existed at 4,300 feet and 5,500 feet, and overcast clouds existed at 8,000 feet. The temperature and dew point were 24 and 23 degrees Celsius, respectively, and the altimeter setting was 30.02 inHg. The remarks section of the METAR indicated lightning was noted in all quadrants, and rain ended at 1645. The NTSB Meteorological Factual Report also indicates that the surface analysis chart for 1700 hours, or approximately 12 minutes after the accident does not ## Aircraft - Registration: [N93DC](https://openairdocs.org/deregistered/N93DC-2006-06-14), registration cancelled 2006-06-14, S/N 31-7712017, built 1977 (OpenAirDocs) - Reported make and model: Piper PA-31 - Registry model: [Piper PA-31-310](https://openairdocs.org/model/piper-pa-31-310) (registry code 7103102) (OpenAirDocs) - Registry engine: [Lycoming TI0-540 series](https://openairdocs.org/engine/lycoming-ti0-540-series) (registry code 41533, turbo-prop) (OpenAirDocs) - Category: Airplane - Serial number: 31-7712017 - Airframe hours: 6019.8 - Engines: Lycoming TIO-540-A2C 310 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Business, Part 91 - Operator: Bruce T. Kendell - Registered owner: Clearwater Aircraft, Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 1, 2002 - Departed: KSGJ, St. Augustine, FL - Destination: KCLW, Clearwater, FL ## Weather - Conditions: Visual (VMC), Day - Wind: 120° at 16 knots, gusting 23 - Visibility: 10 statute miles - Lowest ceiling: 4,300 ft broken - Temperature: 75 °F, dew point 73 °F - Altimeter: 30.02 inHg - Observed at: KPIE, 6 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20030821031309A](https://openairdocs.org/incident/20030821031309A), Aug 21, 2003: Piper PA31310, Clearwater, FL, Destroyed, 2 fatal. (-23) On August 21, 2003, about 1648 eastern daylight time, a Piper PA-31, N93DC, registered to Clearwater aircraft, inc., experienced an in-flight loss of… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.