# NTSB SEA05FA075: Raytheon Bonanza, N448T, South Bay, FL, April 13, 2005 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: April 12, 2005, 20:15 local (Apr 13, 2005, 00:15 UTC) - Place: South Bay, FL - Coordinates: 26.602222, -80.768608 - Nearby events: https://openairdocs.org/map.md?lat=26.6022&lon=-80.7686&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report February 28, 2006 - Report: Approved by Office Director - Parties: Ft. Lauderdale FSDO, Teledyne Continental Motors, Inc., Raytheon Aircraft Company - NTSB case key (mKey): 61304 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=SEA05FA075 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/61304/pdf - Page: https://openairdocs.org/ntsb/SEA05FA075 ## Probable cause The pilot's failure to maintain aircraft control while in cruise flight. Factors include night conditions and flat featureless terrain. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, cruise - lack of total experience, pilot in command - light condition - night (contributing factor) - aircraft control - not maintained, pilot in command (cause) - terrain condition - other (contributing factor) - Altitude deviation,uncontrolled, descent - uncontrolled ## Analysis Approximately one hour after takeoff, while in cruise flight at approximately 4,500 feet MSL, radar and radio communications with the pilot/aircraft were lost. The pilot was on the return leg of a round-robin flight that originated earlier that day. Radar information indicated the airplane started a descending right turn shortly before it disappeared from radar coverage. The airplane wreckage was later located near the general vicinity of the last radar return. Airman records indicated that the pilot was issued a private pilot certificate approximately three months prior to the accident. The pilot did not hold an instrument rating. The end of civil twilight was at approximately six minutes after the time of the accident. No evidence was found to indicate a pre-impact mechanical malfunction or irregularity with the airplane that may have contributed to the accident. ## Factual narrative HISTORY OF FLIGHT On April 12, 2005, about 2007 eastern daylight time (EDT), a Raytheon (Beech) A36 Bonanza airplane, N448T, was destroyed by impact forces and subsequent post crash fire following an in-flight collision with terrain approximately seven miles southwest of South Bay, Florida. The airplane was owned by the pilot, and was being operated as a visual flight rules (VFR) cross-country flight under the provisions of Title 14, CFR Part 91, when the accident occurred. The private pilot, the sole occupant of the airplane, was fatally injured. Visual meteorological conditions prevailed, and no flight plan was on file for the flight that originated from Tampa, Florida, approximately 50 minutes prior to the accident. The pilot's planned destination was Ft. Lauderdale Executive Airport (FXE), Ft. Lauderdale, Florida. Witnesses reported that the pilot had flown the airplane to Tampa earlier in the day to have it serviced. The airplane was on the return leg of a round-robin flight when the accident occurred. A deputy with the Palm Beach County Sheriff's Office reported that he observed a large fire near the area he was patrolling. He stated that initially he thought the fire was the result of a pump house explosion and that it was not until after he arrived onsite that he realized the fire was the result of a plane crash. The deputy reported that dark night conditions, with stars visible, prevailed at the time of the accident. PERSONNEL INFORMATION Airman records on file at the Federal Aviation Administration (FAA) Airman's Certification Division, Oklahoma City, Oklahoma, revealed the pilot was issued a private pilot certificate on December 3, 2004, with a rating for airplane single engine land (SEL). The pilot did not hold an instrument rating. FAA records also indicated that the pilot held an FAA second-class medical certificate issued on September 8, 2004. The medical certificate carried no limitations or waivers. A review of the pilot's most recent FAA Airmen Certificate and/or Ratings Application (FAA form 8710-1) dated December 3, 2004, conveyed, in part, the following flight times/experience for the pilot: Flight Time Total Flight (61.0) Total Flight Instruction (53.0) Total Solo (8.0) Instruction Airplane Cross Country (5.0) Instruction Airplane Night (4.0) Instruction Airplane Night Cross Country Flts/100 nm (1.0) Instruction Airplane Instrument (4.0) Solo Airplane Cross Country (3.0) Flight training records obtained from Professional Flight Training of Fort Lauderdale, Florida, showed that the pilot enrolled in a Private Pilot Certification Course (Title 14, CFR Part 141) on September 15, 2004. The records indicated the pilot passed the Private Pilot Certification knowledge test on November 30, 2004, and passed the Private Pilot Certification practical test December 3, 2004. According to the training records, the pilot accumulated approximately 60 hours of flight time during the training. None of the private pilot training on record was conducted in a Raytheon A36 Bonanza. Additional flight training records, obtained from American Flyers of Pompano Beach, Florida, showed that the pilot enrolled in an Instrument Rating/Commercial airplane single-engine land certification course on February 24, 2005. The records showed that the pilot accumulated approximately 31 hours (flight) of training toward an instrument rating from the initial enrollment date through April 11, 2005. None of the instrument training was conducted in a Raytheon A36 Bonanza. According to representatives from Raytheon Aircraft Services, Tampa, Florida, the pilot received his initial flight training in the accident aircraft from an independent Certified Flight Instructor in central Florida. According to the flight instruction records, the pilot received approximately 10 hours of flight instruction between March 24, 2004 and March 26, 2004. The CFI who conducted the training indicated that the instruction included, in part, normal navigation procedures, slow flight, stalls, engine out procedures, forced landings, unnatural attitude recovery and fire emergencies. Attempts to locate the pilot's personal flight time logbooks were unsuccessful, and it is believed that they were destroyed during the crash sequence. AIRCRAFT INFORMATION The accident airplane, a Raytheon (Beech) A36 Bonanza (serial # E-3602) was equipped with a Teledyne Continental IO-550, rated at 300 horsepower. The single-engine airplane is certified for VFR and IFR operations and was equipped with a Garmin GNS 530A intergraded avionics suite and three-axis autopilot. The airplane's estimated total time since new (TTSN) was approximately 25 hours. The airplane's TTSN was approximately 12 hours when it was delivered to the pilot on March 24, 2005. The airplane had no known airworthiness discrepancies. METEOROLOGICAL INFORMATION The closest weather observation facility to the accident site was Palm Beach International Airport (KPBI), West Palm Beach, Florida, located approximately 26 miles east of the accident site at an elevation of 16 feet MSL. The airport was equipped with an Automated Observation System (ASOS) and reported the following conditions surrounding the time of the accident: On April 12, at 1953, the hourly Aviation Routine Weather Report (METAR) was, in part, wind from 170 degrees (true) at 11 knots; visibility 10 statute miles; a few clouds at 4,000 feet; scattered clouds at 25,000 feet; temperature 23 degrees C; dew point 18 degrees C; altimeter 29.87 inches. According to the U.S. Naval Observatory, official sunset was at 1946, and the end of civil twilight was at 2009. The Moon phase was waxing crescent with 15 percent of the Moon's visible disk illuminated. COMMUNICATIONS FAA ATC information indicated that the pilot departed the Tampa International Airport (KTPA), Tampa, Florida, at 1919. According to FAA ATC communication transcripts, the accident aircraft checked on with Miami Air Route Traffic Control Center (ARTCC), approximately 11 minutes after departure, at 1930. The Miami Center ATC specialist acknowledged the pilot, issued the Tampa altimeter and verified the aircraft's altitude of 4,500 feet msl. At 1946, the Miami Center ATC specialist instructed the pilot to contact Miami Center on frequency 132.5. The pilot acknowledged the specialist and established communications with Miami Center on 132.5. At 1952 the Miami Center ATC specialist issued N448T an advisory for traffic at his eleven o'clock position and one mile "maneuvering five thousand six hundred." The pilot of N448T acknowledged the traffic and advised Miami Center that he had the traffic on TCAS (Traffic Alert and Collision Avoidance System). At 1957 the specialist advised the pilot of N448T that the traffic was no longer a factor. The pilot acknowledged the transmission and reported that he was monitoring the before mentioned traffic on TCAS. At 2005 Miami Center instructed the pilot of N448T to contact Palm Beach Approach on 125.2. The pilot acknowledged the ATC specialist stating "one two five point two thanks have a good day." At 2006 the pilot of N448T contacted Palm Beach Approach. According to a transcript of the communication with Palm Beach Approach, the pilot checked on frequency at 2006, stating "Palm Beach (unintelligible) Bonanza four eight four four eight tango." The Palm Beach Approach controller acknowledged the pilot and asked him to verify his final destination, however, the pilot did not respond to the controllers inquiry. This was the last known communications between the pilot of N448T and ATC personnel. FAA ATC communication transcripts for this accident can be found in the public docket. RADAR INFORMATION Radar data for the accident aircraft was obtained from the FAA Palm Beach Airport Surveillance Radar (ASR), which is located at the Palm Beach I ## Aircraft - Registration: [N448T](https://openairdocs.org/deregistered/N448T-2017-03-24), registration cancelled 2017-03-24, S/N E-3602 (OpenAirDocs) - Reported make and model: Raytheon Bonanza - Registry model: [Raytheon A36](https://openairdocs.org/model/raytheon-a36) (registry code 7150001) (OpenAirDocs) - Category: Airplane - Serial number: E-3602 - Airframe hours: 25 - Engines: Continental IO-550 B 300 horsepower reciprocating - Damage: Destroyed - Fire: On-Ground - Flight: Personal, Part 91 - Registered owner: Thomas Olzem - Airworthiness certificate: Standard, Normal - Last inspection: Annual, March 1, 2005, 25 hours before - Departed: TPA, Tampa, FL - Destination: FXE, Fort Lauderdale, FL ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 44; injuries: fatal; private; airplane ratings: single-engine land; medical: class 2, without waivers/limitations; last flight review December 1, 2004; seat: left; toxicology performed; flight hours: 61 total, 12 in this make and model ## Weather - Conditions: Visual (VMC), Night/dark - Wind: 170° at 11 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 73 °F, dew point 64 °F - Altimeter: 29.87 inHg - Observed at: KPBI, 26 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 20050412005949A](https://openairdocs.org/incident/20050412005949A), Apr 12, 2005: Beech A36, Belle Glade, FL, Destroyed, 1 fatal. (-23) N448T was returning from tampa, Florida, cruising, VFR, at 4,500 feet. For reasons unknown at this time, the aircraft began a rapid descent and impacted… 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.