MIA05FA140

Adverse weather delayed the instrument rated but not instrument current pilot's departure to her home airport. Additionally, lodging accommodations in Key West could not be obtained. The pilot elected to depart in night visual flight rules (VFR) conditions for a nearby airport at approximately 2118. After takeoff, while flying over water during the dark night, the pilot established two-way radio communications with Navy Key West Approach Control. The radar facility did not receive the assigned discrete transponder code (0210), despite several attempts by the controller to get the pilot to reset the transponder. The pilot did not make any distress calls. The aircraft crashed into the Straits of Florida, and some of the wreckage was located the following day. Several days later the majority of the wreckage was located; the left wing was not recovered. Examination of the recovered wreckage revealed no evidence of pre-impact failure or malfunction of the flight controls, engine, airframe, and attitude gyro. No evidence of fire or sort was noted on any of the recovered components. The transponder was found set to "SBY" or standby position; the transponder does not transmit in that position. No servicing or maintenance was performed to the airplane while at Key West. During the inbound flight into Key West, the flight was radar identified using the transponder. Prior to departure, the pilot talked with a dispatcher from the operator and did not advise that person of any discrepancy related to the airplane.

History of flight

On July 30, 2005, about 2120 eastern daylight time, a Cessna 172S, N65982, registered to MFH Leasing, Inc., operated by Epic Aviation, crashed in the Straits of Florida shortly after takeoff from Key West International Airport, Key West, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR part 91 personal flight from Key West International Airport (KEYW), to The Florida Keys Marathon Airport (KMTH), Marathon, Florida. The airplane was destroyed, and the commercial-rated pilot and three passengers were fatally injured. The flight originated about 2118, from Key West International Airport.

According to a transcription of communications with Navy Key West Approach Control, at 2118:45, an occupant of the airplane established contacted with their facility and provided the airplane registration number. The controller replied, "squawk zero two one zero wind one three zero at seven Navy Key West altimeter three zero zero four say type Cessna destination and requested altitude." The next comment was from the controller advising the pilot to say the type of aircraft, the destination, and again advised the transponder code was 0210. At 2119:21, an occupant of the airplane replied, "Squawking zero two one zero. It's a Cessna Skyhawk six five nine eight two. We like southbound to transition your airspace to the south on a cross country to Marathon, yeah." The controller again advised the pilot to "squawk" 0210, to which an occupant replied at 2119:48 "zero two one zero Cessna six five nine eight two." The controller advised the pilot that the "transponder not observed reset and squawk zero two one zero." The pilot did not reply and there were no further recorded transmissions from the occupant of the accident airplane. The controller attempted numerous times to communicate with the pilot; the results were negative. There was no recorded distress call made by the pilot.

According to the "Radar Supervisor/Approach Controller" at Navy Key West Terminal Radar Approach Control (TRACON), after advising the pilot a second time to apply discrete transponder code 0210, he waited a few scans of the radar but he was never able to radar identify the flight. Additionally, he did not see a primary target departing KEYW. He attempted to communicate with the airplane on VHF guard (121.5) and also UHF guard (243.0) frequencies but there was no response. Knowing the KEYW air traffic control tower was closed, he also attempted to establish contact with the pilot on the KEYW Common Traffic Advisory Frequency (118.2 MHz); there was no response.

Review of recorded radar data from Miami Air Route Traffic Control Center revealed there was no radar target associated with the assigned transponder code 0210. Two radar targets with beacon code 0201 were observed. The first radar target occurred at 2116:47, and the second target occurred at 2117:11, both were located over KEYW.

The controller who was talking with the pilot of the accident airplane contacted Miami Air Route Traffic Control Center (Miami ARTCC) about 2135, and questioned whether Miami ARTCC had established two-way communications with the accident airplane; the response was they had not. The controller also contacted fire rescue at Key West International Airport about 2145, and asked to have a ramp search performed. The individual reported that he advised the controller that the flight had departed at 2112, but a ramp check would be performed. Additionally, the Miami ARTCC reportedly established contact with personnel from KMTH, and requested a ramp search to be performed. Ramp searches were performed at KEYW and KMTH; the results were negative. On the evening of the accident, the U.S. Coast Guard was advised by the Monroe County Sheriff's Office of a report of a boater seeing a flash and hearing a loud sound. The U.S.C.G. dispatched a boat in the area and the crew of that boat later reported seeing lighting and hearing thunder from a nearby storm, but no wreckage was located. The following morning at approximately 0813, a boater contacted the U.S.C.G. and advised seeing a portion of one of the wings partially submerged. The U.S. Coast Guard contacted Monroe County Sheriff's office on July 31, 2005, at 0930, and requested underwater assistance with the aircraft wreckage. The wing was recovered and a search for the airplane and the occupants was then performed by the U.S. Coast Guard, Monroe County Sheriff's Office, U.S. Navy Police, Florida Fish and Wildlife Conservation Commission (FWC), and NOAA. The wreckage consisting of the fuselage was located on August 2, 2005.

Personnel information

The pilot was the holder of a commercial pilot certificate with ratings airplane single engine land, and instrument airplane, which was issued last on August 17, 2002. She was the holder of a first-class medical certificate issued on February 7, 2005, with the restriction or limitation "must wear corrective lenses." Her last "Flight Review" conducted in accordance with 14 CFR Part 61.56, occurred on July 27, 2005. The flight review was given by a flight instructor with Epic Aviation in a Cessna 172S.

The flight review consisted of 1.0 hour ground, and 1.4 hours of flight. According to the flight instructor who performed the flight review, the ground review consisted of airplane performance, systems of the airplane, review of speed, airspace, VFR weather minimums, and emergency engine procedures. The flight instructor stated that the pilot was "...found to be very knowledgeable on covered topics." The flight review was conducted to the commercial practical test standards, and consisted of steep turns, slow flight, power-on departure stall, and several touch-and-go landings.

NTSB review of the pilot's pilot logbook that contained entries from July 24, 1999, to the last entry dated July 27, 2005 (Flight Review), revealed her logged total time was 260.4 hours, of which 144.4 hours were as pilot-in-command. There were only 2 logged flights in Cessna type airplanes. Her total logged night time was listed as 9.4 hours. There were no logged flights between October 14, 2002, and the last logged flight on July 27, 2005. No determination could be made whether the pilot was current to fly at night.

A review of the application for the pilot's last medical certificate dated February 7, 2005, revealed she listed a total flight time of 900 hours.

Aircraft information

The airplane was manufactured by Cessna aircraft Company in 2004, as a model 172S, and was designated serial number 172S9766. The airplane was certificated in the normal and utility categories, and was equipped with a McCauley fixed pitched propeller, model 1A170E/JHA7660, and a 180-horsepower Lycoming IO-360-L2A engine. The airplane was also equipped with a two-axis autopilot with altitude preselect and two engine-driven vacuum pumps, which provide vacuum necessary to operate the attitude indicator and directional gyro.

A review of the airplane maintenance records revealed the airplane was last inspected in accordance with a "Phase II" inspection, which was signed off as being completed on July 29, 2005. The airplane had accumulated approximately 1.8 hours since the inspection at the time the airplane was rented by the accident pilot. Further review of the maintenance records revealed no entry indicating removal, replacement, or repair of the transponder.

At the time of rental by the accident pilot, the installed hour meter indicated 653.2. At the time of the accident, the hour meter indicated 656.9.

There was no record of fuel servicing or maintenance being performed to the airplane while at KEYW.

Meteorological information

A METAR weather observation taken at 2053, at Key West International Airport, or approximately 26 minutes before the accident, indicates the wind was from 100 degrees at 11 knots, the visibility was 10 sta