MIA95FA145

The flight was operating under visual flight rules, and the pilot was not instrument rated. While en route, the pilot was advised at 2332 by jacksonville center that another flight had to fly an ILS approach at Gainesville (gnv) due to low visibility. At 0008, the pilot reported to the gnv flight service station (fss) that she had the runway lights. The flight circled the airport and proceeded northeast. The flight was last seen on radar 3 miles northeast of the airport at 1,300 feet. The wreckage was found 5 miles northeast. The aircraft had crashed into the ground left wing first in a near 90-degree bank while on a 180-degree heading. A weather observation taken 20 minutes before the accident indicated that the airport was IFR due to a 600-foot broken ceiling. The weather observer did not tell the gnv fss in-flight specialist or jacksonville center controller that the airport was IFR. The pilot was also not told of this weather report. A shift change occurred as the flight arrived at gnv, and the relief fss in-flight specialist did not get briefed nor did he check the weather. The relief specialist also did not know that the airport was IFR before talking to the flight.

History of flight

On June 7, 1995, about 0010 eastern daylight time, a Piper PA-32-260, N41481, registered to an individual, crashed near Gainesville, Florida, while on a 14 CFR Part 91 personal flight. Instrument meteorological conditions prevailed and no flight plan was filed. The airplane was destroyed and the private-rated pilot and five passengers were fatally injured. The flight last departed Adel, Georgia, on June 6, 1995, about 2310.

Members of the pilot's family stated that the flight originated from Covington, Georgia, on June 6, 1995, about 2045. There were seven passengers on board during this departure, two of them were children. The aircraft had six seats. A stop was made at Adel, where one passenger got off the airplane. The flight departed Adel, about 2310, en route to Gainesville, Florida. The pilot's daughter stated she obtained a weather briefing for the pilot from the FAA Macon Flight Service Station, before the departure from Covington. The FAA found no record of this briefing.

Radio communication transcripts showed the pilot of N41481 contacted the FAA Jacksonville Air Route Traffic Control Center at 2314:13, and reported that she was 7 miles south of Adel, en route to Gainesville, at 5,500 feet. At 2320:56, the flight was assigned transponder code 0766 and told to maintain visual flight rule (VFR) conditions at all times. At 2332:03, the controller informed the pilot that another flight had trouble keeping the Gainesville Airport in sight during a visual approach and had to perform an ILS approach to land. The controller asked the pilot of N41481 if she was qualified and equipped for instrument flight rules (IFR) flight if necessary. The pilot replied she was not qualified.

At 2342:34, the pilot reported she was beginning her descent. The controller advised her to maintain VFR. At 0000:05, while 3 miles northwest of the Gainesville Airport, the pilot reported she had the airport beacon in sight. The controller then asked "do you have the uh airport in sight now suitable that you don't need any more radar service?" The pilot replied affirmative. The pilot was then told to maintain VFR conditions and contact the FAA Gainesville Flight Service Station.

At 0000:26, the pilot attempted to contact Gainesville Flight Service. She received no response and again contacted the Jacksonville Center controller at 0004:15. The center controller contacted Gainesville Flight Service on the land line and at 0005:35, the pilot made contact with Gainesville Flight Service. The controller stated there was no traffic in the Gainesville area, the winds were 240 degrees at 8 knots, and the altimeter was 29.86 in HG. The pilot reported she was having trouble picking up the runway lights but that she had the beacon in sight. The controller reported that runways 6-24 and 10-28 were lit. He then asked what runway she would use. The pilot replied, "I'll be going in on the west I'm just trying to get my bearings here bear with me." The controller asked the pilot if she would like the runway lights turned up and she replied yes. The pilot then reported she had the runway lights. The controller then lowered the runway light intensity to medium and told the pilot to inform him if she needed them lowered further. At 0008:19, the pilot replied "thank you sir I appreciate the help." No further transmissions were received from the flight.

Recorded radar data from the Jacksonville Center showed N41481 approached the Gainesville Airport from the northwest and circled the airport clockwise two times at between 1,200 and 1,700 feet. At 0008:15, the flight proceeded northeast. At 0009:37, the flight was about 3 miles northeast of the airport at 1,300 feet, at longitude 29 degrees, 43 minutes, 13 seconds North and latitude 82 degrees, 13 minutes, 24 seconds West. No further radar data from the flight was recorded.

Search and rescue efforts were initiated and the wreckage of N41481 was located on June 7, 1995, about 1130. The wreckage was located at longitude 29 degrees, 43 minutes, 5 seconds North and latitude 82 degrees, 11 minutes, 43 seconds West. See Air Traffic Control Group Chairman Factual Report.

Personnel information

The pilot's daughter stated after the accident that to her knowledge the pilot did not maintain a pilot logbook. She stated the pilot had about 2,500-3,000 flight hours. The pilot reported to the Federal Aviation Administration on an application for a medical certificate on July 11, 1994, that she had about 700 total flight hours and that she had flown 25 hours in the previous 6 months. The pilot's flight instructor stated he gave the pilot a biennial flight review in April 1994. See First Pilot Information.

Aircraft information

Logbook records for the aircraft were not located after the accident. The aircraft mechanic that performed the annual inspections on the aircraft stated he last inspected the aircraft on September 26, 1994, at aircraft total time 2831.78 hours. The aircraft flew 29 flight hours from the time of this inspection until the accident. See Aircraft Information.

Meteorological information

At 2357, the Gainesville Regional Airport surface weather observation showed the ceiling was measured 600 feet broken with visibility 6 miles in haze. A pilot who departed Gainesville Regional Airport runway 24 at about 2350 reported he encountered a 500-600 foot scattered to broken layer with visibilities of 3-4 miles in haze.

Doppler weather radar data from Jacksonville, Florida showed weak weather radar returns in the area of Gainesville, at 0007 and 0013. The GOES satellite data for 0002 and 0015 showed an area of possible low stratus clouds and/or fog to the north and northwest of Gainesville.

The ATC specialist at the FAA Gainesville Flight Service Station who talked with the pilot of N41481 stated that when he arrived for work about 2358, he observed the weather to be VFR with a thin scattered layer of 3/10 coverage. He did not specify the height of the layer. The visibility was 5-6 miles.

Information obtained from a computer based sun and moon information program showed that at the time of the accident the sun was at an altitude of -34.2 degrees at bearing 341.3 degrees. The moon was at an altitude of 23.4 degrees at bearing 256.9 degrees and had 58 percent illumination.

For additional meteorological information see Weather Information, Sun and Moon Information, Meteorological Factual Report, and the Air Traffic Control Group Chairman Report.

Wreckage and impact information

The aircraft crashed in a swamp area, 5 miles northeast of the Gainesville Regional Airport. Examination of the crash site showed the aircraft touched down left wing first while on a 180-degree heading. The left wing and landing gear, left aileron, left flap, left horizontal stabilizer, left cargo door, and nose landing gear were found within the first 65 feet of the wreckage path. The fuselage, engine and propeller, and right wing crossed through a brush line and over a stream. The right wing, right main landing gear, right aileron, and right flap were found together about 100 feet from the initial impact point. The fuselage continued along the wreckage path and came to rest upright, 180 feet from the initial impact point.

All components of the aircraft which are necessary for flight were located along the wreckage path. Continuity of all flight and engine controls was established. Separation points within the control systems were typical of overstress separation.

Examination of the engine showed it rotated normally. Continuity was established within the valve train, crankshaft, and accessory drives. The oil suction screen and oil filter did not contain any abnormal debris. Each cylinder produced normal compression. The spark plugs had color consistent with normal engine operation. The magnetos were timed properly to t