N7650YPiper PA-30 · 1965

On May 11, 2019, about 1530 eastern daylight time, a Piper PA-30, N7650Y, was destroyed when it was involved in an accident near Naples, Florida. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

According to Federal Aviation Administration (FAA) communication and radar data, the airplane departed from Key West International Airport (EYW) for a cross-country flight to Naples Municipal Airport (APF). At 1513, the pilot established contact with the Southwest Florida International Airport (RSW) air traffic control tower and advised the controller that the airplane was at an altitude of 4,000 ft, with automated terminal information service tango. The controller advised the pilot to expect the RNAV runway 23 approach to APF, which he acknowledged. The flight continued toward APF, and at 1518, the pilot was advised that he would be vectored onto the downwind leg of the airport traffic pattern and would be following a Cessna Citation. Three minutes later, the pilot advised the controller that APF was in sight, and he requested a lower altitude. The pilot was instructed to descend and maintain 3,100 ft, followed by 2,000 ft, which he acknowledged. At 1527, the pilot was cleared for a visual approach to runway 23 and instructed to contact the APF air traffic control tower, which he did. About 1528, while flying at an altitude of about 2,185 ft mean sea level, the pilot advised the APF controller that he was on a 5.5-mile final, which was his last communication. The airplane continued toward APF and its altitude varied around 2,200 feet until 1529:42, at which time a gradual, arcing, left descending turn occurred. The last radar target was recorded at 1529:55, when the airplane was less than 0.25 nautical mile from the accident site at an altitude of 750 ft. The airplane impacted a residential area, immediately adjacent to a home, about 4.3 miles and 052° from the approach end of runway 23.

According to a deputy with the Collier County Sheriff Department (CCSD) who was on a traffic stop with another CCSD employee about 1,900 ft east-southeast of the accident site, he reported hearing a loud sound then a "thud." He looked up and saw something like silver Christmas tinsel floating. He never saw the airplane, and he did not hear any "clunking" sound from the engine(s). The other CCSD employee reported he too heard a thud sound, which he thought was a truck passing over a road. He did not see the airplane and did not hear any "sputter" sound.

According to the home owner, he heard the noise from an airplane getting closer and swooping over his house, then he felt the house shake. He estimated that he heard the airplane for about 8 to 10 seconds; during that time he did not hear any abnormal sounds, and he did not hear any sputtering. He equated the sound to something similar to a mosquito-control airplane.

The airplane was certificated in accordance with Civil Air Regulation 3, which specified no minimum standard for window or windshield structure strength, or bird penetration. The regulation specified windshields must be comprised of non-splintering safety glass.

At the time of manufacture, the airplane was equipped with a two-piece windshield that was 0.125-inch thick. Subsequently, on January 15, 1979, a one-piece windshield was installed in accordance with Supplemental Type Certificate (STC) SA-209GL. As part of the STC, the center post was removed and not re-installed.

According to the designer and manufacturer of the STC windshield, the design criteria consisted of testing loads by using the dynamic pressures and projected frontal area. There was no requirement for bird strike resistance; therefore, bird penetration testing was not performed..

The airplane was certificated in accordance with Civil Air Regulation 3, which specified no minimum standard for window or windshield structure strength, or bird penetration. The regulation specified windshields must be comprised of non-splintering safety glass.

At the time of manufacture, the airplane was equipped with a two-piece windshield that was 0.125-inch thick. Subsequently, on January 15, 1979, a one-piece windshield was installed in accordance with Supplemental Type Certificate (STC) SA-209GL. As part of the STC, the center post was removed and not re-installed.

According to the designer and manufacturer of the STC windshield, the design criteria consisted of testing loads by using the dynamic pressures and projected frontal area. There was no requirement for bird strike resistance; therefore, bird penetration testing was not performed..

Several tree limbs immediately adjacent to the house were damaged; the highest was about 30 ft above ground level. Numerous tree limbs, 4 to 7 inches in diameter, exhibited 45° cuts consistent with propeller contact.

A 14-ft-long ground scar, oriented on a magnetic heading of 172° was observed adjacent to the house, and was associated with both wing leading edges. Within the ground scar were two craters associated with each engine. The left crater contained a separated propeller blade, propeller hub with attached propeller blade, and a portion of crankshaft. The right crater contained a piece of flap, wing skin, engine nacelle, and part of a fuel bladder tank.

Further examination of the accident site revealed fragmented parts of the airplane, including and windshield and other window pieces. All structural components necessary to sustain flight, and all primary and secondary flight controls remained attached or were located at the accident site. All primary flight control surfaces’ counterweights were accounted for except the right aileron. Examination of the right aileron bellcrank revealed neither stop was damaged. Examination of the flight control cables for roll, pitch, and yaw revealed they exhibited either tension overload or were cut for recovery; there was no evidence of preimpact failure or malfunction. The pitch trim actuator was extended 8 threads from the bottom which equated to full airplane nose down trim. The rudder trim actuator was separated, and the actuator rod was fractured at the actuator. The flap actuator was separated from the airplane and the jackscrew was extended 1.750 inches, or 11 threads, which equated to between 0° and 10° of flap extension. Both main landing gear were retracted in their wheel wells; the nose landing gear actuator position could not be determined due to impact damage.

Examination of the lower front window retainer revealed it was fragmented in three pieces. Screws were observed in place in the retainer. Examination of the upper window retainer revealed it was fractured and four screws were missing; however, the full span was accounted for. No window pieces were noted in either upper or lower retainer channel, and sealant was noted in the lower and upper channels. Recovered windshield pieces were examined and the maximum thickness was 0.250 inch.

A dead bird weighing 3.8 pounds was located among the wreckage. Feathers were found adhering to a blanket located near the separated inboard section of the right wing. The bird and feathers were retained for analysis by the Smithsonian Institution Museum of Natural History.

The rear seat headrest and two inflatable life vests were located about 440 ft north-northwest from the accident site. These items were swabbed for analysis by the Smithsonian Institution Museum of Natural History. Additionally, swabs from the upper surface of the glare shield and also from the interior portion of the upper headliner were also analyzed.

According to a report from The Smithsonian Institution Museum of Natural History, the bird was a Black Vulture, and the swabs from the glare shield and the headliner, did not contain bird DNA or feathers. The swabs from the headrest and life vests contained either DNA and/or microscopic feathers from a Black Vulture.

Examination of both engines and propellers revealed no evidence of preimpact failure or malfunction.

A postmortem examination of the pilot was performed by the District Twenty Medical Examiner's Office, Collier County, Naples, Florida. The cause of death was listed as airplane crash. The autopsy noted the presence of black bird feathers.

Forensic toxicology was performed on specimens of the pilot by the FAA Forensic Sciences Laboratory, Oklahoma City, Oklahoma, and also by the Miami-Dade County Medical Examiner’s Department. According to FAA's toxicology report, testing for carbon monoxide and cyanide was not performed. The results were negative for volatiles and tested for drugs. According to Miami-Dade ME's Department the results were negative for all tested for drugs.