NTSB Identification: ERA13LA019
14 CFR Part 91: General Aviation
Accident occurred Saturday, October 13, 2012 in Charlotte Amalie, VI
Probable Cause Approval Date: 09/12/2013
Aircraft: PIPER PA-23-250, registration: N5553Y
Injuries: 3 Fatal,1 Serious.
NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
The accident airplane departed over water on a dark night and flew toward its destination airport at an altitude of about 1,700 feet above the water. Radar data showed that the airplane began a gradual descent on about the same heading before it leveled off at 200 feet above the water. The airplane continued at 200 feet above the water for another 18 seconds before its radar target disappeared about 5 miles from the destination airport.
The surviving passenger stated that she had flown with the pilot on this flight many times before. She stated that during the en route portion of the accident flight, the pilot flew progressively lower to "get under the weather." The passenger stated that she could see lights on the shore near the destination airport, and could see that it was raining. She recalled light turbulence and observed the pilot make his "usual" radio call. She next remembered the airplane "hitting a wall," and the airplane filled with water. She said that the pilot broke the window on his side of the airplane, and that she and the pilot egressed through it. She did not see any of the other occupants of the airplane after that. When asked if she noticed anything unusual with the flight or if the pilot provided any warning before striking the water, the passenger said no, and indicated that everything was normal.
Examination of the wreckage revealed damage consistent with a high-speed, shallow-angle impact with water, and no evidence of preimpact mechanical anomalies.
Weather data and imagery were consistent with the passenger’s account of flying beneath outer rain bands associated with a developing tropical storm southeast of the accident site. There was little to no illumination from the moon. Based on a search of flight service and commercial vendor records, the pilot did not obtain a weather briefing or file a flight plan before the accident flight.
The destination airport was tower-controlled, but the tower was closed at the time of the accident. The runway was located along the shore, with the approach end surrounded by water on three sides. Multiple instrument approach procedures were available for the airport; however, those instrument approaches were not authorized while the tower was closed. A caution printed in the plan view of the approach charts stated, "CAUTION: Pilots may encounter false illusory indications during night approaches to Runway 10 when using outside visual cues for vertical guidance."
It is likely that the pilot descended the airplane to remain clear of the lowering clouds and descended into the water due to the lack of visual cues.
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's attempted visual flight rules (VFR) flight into marginal VFR conditions on a dark night over water and his failure to maintain sufficient altitude, which resulted in the airplane’s controlled flight into water. Contributing to the accident was the pilot's inadequate preflight weather planning.
HISTORY OF FLIGHT
On October 13, 2012, about 0458 Atlantic Standard Time (AST), a Piper PA-23-250, N5553Y, was substantially damaged during a collision with water in cruise flight near Charlotte Amalie, United States Virgin Islands (U.S.V.I.). The airline transport pilot was not found after the accident and is presumed fatally injured. Two passengers were fatally injured. One passenger survived the accident, and was found at sea with serious injuries. Night visual meteorological conditions prevailed, and no flight plan was filed for the business flight carrying newspapers which was operated by Rainbow International Airlines under the provisions of 14 Code of Federal Regulations Part 91. The flight departed Henry E. Rohlsen Airport (TISX), Christiansted, U.S.V.I. about 0445 and was destined for Cyril E. King Airport (TIST), Charlotte Amalie, U.S.V.I.
Review of radar data provided by the Federal Aviation Administration (FAA) revealed that a target identified as the accident airplane climbed to 1,700 feet after departure from TISX, where it leveled in cruise flight on a 330 degree heading for about 2 minutes. The airplane then entered a steady descent on the same approximate heading for the next 10 minutes until it leveled at 200 feet. The airplane cruised at 200 feet for the final 18 seconds of the flight until the radar contact was lost, approximately 5 miles from the destination airport.
The surviving passenger was interviewed by the United States Coast Guard (USCG) and the Federal Aviation Administration (FAA). She stated that she was acquainted with the pilot and had flown with him on the newspaper carrying flights "many" times before. During the en route portion, the airplane flew progressively lower to "get under the weather." The passenger stated that she could see lights on the shore near the destination airport, and could see that it was raining. She recalled light turbulence, and observed the pilot as he made his "usual" radio call. She next remembered the airplane "hitting a wall" and "seeing a flash" before the airplane filled with water. She said the pilot broke the window on his side of the airplane, and that she and the pilot egressed through it. She did not see any of the occupants of the airplane after that. When asked if she noticed anything unusual with the flight, or if the pilot provided any warning before striking the water, she said no, and indicated that everything was "normal."
PERSONNEL INFORMATION
The pilot held an airline transport pilot certificate with multiple type ratings. His most recent FAA first class medical certificate was issued June 1, 2012. He reported 17,000 total hours of flight experience on that date.
The pilot's most recent FAR Part 135 flight review was completed 12/30/2011.
AIRCRAFT INFORMATION
The airplane was manufactured in 1963 and was registered to Cardair, Inc. It's most recent 100-hour inspection was completed on September 12, 2012, at 6,576 total aircraft hours.
The accident airplane was not listed in the operations specifications of the Rainbow International Airlines 14 CFR Part 135 operating certificate.
METEOROLOGICAL INFORMATION
An NTSB Senior Meteorologist provided a study of the weather surrounding the route of flight and the accident site at the time of the accident. A tropical storm advisory (Rafael) was in effect.
At 0453, the weather reported at TIST included few clouds at 3,300 feet, a broken ceiling at 4,600 feet, with 10 miles of visibility in light rain. The winds were from 070 degrees at 9 knots gusting to 15 knots.
The terminal area forecast for TISX in effect at the time of the accident expected northeast wind at 4 knots, visibility better than 6 statute miles with thunderstorms in the vicinity and a broken ceiling at 3,000 feet agl in cumulonimbus type clouds.
The terminal area forecast for TIST in effect at the time of the accident expected wind from the east at 8 knots with visibility better than 6 miles, showers in the vicinity of the airport, scattered clouds at 4,000 feet, and a broken ceiling at 10,000 feet.
The Geostationary Operational Environmental Satellite number 14 (GOES-14) infrared image at 0445 depicted an area of enhanced clouds associated with the developing Tropical Storm Rafael to the southeast of the accident site. In the vicinity of the accident site several towering cumulus type clouds were evident, and were associated with rain showers immediately east of the accident site, and over the route between TISX and TIST.
According to the U.S. Naval Observatory, the moon was in the eastern sky, 9 degrees above the horizon, with 5 percent of the moon's visible disc illuminated.
The weather data and imagery were consistent with the passenger’s account of flying beneath outer rain bands associated with the developing tropical storm southeast of the accident site.
According to a search of Lockheed-Martin flight service and commercial vendor records, the pilot did not obtain a weather briefing nor file a flight plan prior to the accident flight.
AERODROME INFORMATION
Cyril E. King Airport (TIST) was located about 2 miles west of Charlotte Amalie, USVI, at an elevation of 23 feet. The airport was tower-controlled, but the tower was closed at the time of the accident. Runway 10/28 was 7,000 feet long and 150 feet wide, and was located along the shore, with the approach end of runway 10 surrounded by water on three sides. Instrument landing system and area navigation approaches were published for Runway 10, and a very high frequency omni-directional range approach was also published for the airport.
The instrument approach procedures were not authorized while the tower was closed. A caution printed in the plan view of the approach charts stated, "CAUTION: Pilots may encounter false illusory indications during night approaches to Runway 10 when using outside visual cues for vertical guidance."
WRECKAGE INFORMATION
Examination of photographs taken by divers revealed the airplane came to rest inverted on the ocean floor. The right wing was partially separated but remained attached to the airframe. Both engines were in their respective nacelles, and the landing gear appeared extended and locked, or in transit. The photographs revealed that no landing gear doors remained attached to the airplane.
Hydraulic deformation and tearing of the left wing and the belly skin of the airplane was consistent with a high-speed, shallow-angle impact.
The airplane was recovered on October 20, 2012, and examined by a representative of the Piper Aircraft Company as well as FAA aviation safety inspectors. The examination revealed control continuity from the cockpit to all flight control surfaces, and no evidence of any pre-impact mechanical anomalies.
MEDICAL AND PATHOLOGICAL INFORMATION
The pilot was not recovered, and therefore no medical or pathological testing was conducted.
NTSB Identification: ERA13LA019
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Saturday, October 13, 2012 in Charlotte Amalie, VI
Aircraft: PIPER PA-23-250, registration: N5553Y
Injuries: 3 Fatal,1 Serious.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
On October 13, 2012, about 0458 Atlantic standard time, a Piper PA-23-250, N5553Y, was substantially damaged during a collision with water in cruise flight near Charlotte Amalie, United States Virgin Islands (U.S.V.I.). The certificated airline transport pilot and two passengers were lost, and presumed fatally injured. One passenger survived the accident, and was found at sea with serious injuries. Night visual meteorological conditions prevailed, and no flight plan was filed for the cargo flight operated by Rainbow International Airlines under the provisions of 14 Code of Federal Regulations Part 135. The flight departed Henry E. Rohlsen Airport (TISX), Christiansted, U.S.V.I. about 0445 and was destined for Cyril E. King Airport (TIST), Charlotte Amalie, U.S.V.I.
Preliminary radar data revealed that the target identified as the accident airplane climbed to 1,700 feet after departure from TISX, where it leveled in cruise flight on a 330 degree heading for about 2 minutes. The airplane then entered a steady descent on the same approximate heading for the next 10 minutes until it leveled at 200 feet. The airplane cruised at 200 feet for the final 18 seconds of the flight until the radar target disappeared, approximately 5 miles from the destination airport.
The surviving passenger was interviewed by the United States Coast Guard (USCG) and the Federal Aviation Administration (FAA). She stated that she was acquainted with the pilot and had flown with him on this flight "many" times before. During the en route portion, the airplane flew progressively lower to "get under the weather." The passenger stated that she could see lights on the shore near the destination airport, and could see that it was raining. She recalled light turbulence, and observed the pilot as he made his "usual" radio call. She next remembered the airplane "hitting a wall" and "seeing a flash" before the airplane filled with water. She said the pilot broke the window on his side of the airplane, and that she and the pilot egressed through it. She did not see any of the occupants of the airplane after that. When asked if she noticed anything unusual with the flight, or if the pilot provided any warning before striking the water, she said no, and indicated that everything was "normal."
The pilot held an airline transport pilot certificate with multiple type ratings. His most recent first class medical certificate was issued June 1, 2012. He reported 18,000 total hours of flight experience on that date.
The airplane was manufactured in 1963, and its most recent 100-hour inspection was completed on September 12, 2012, at 6,576 total aircraft hours.
The airplane was recovered on October 20, 2012 and examination of the wreckage was scheduled for a later date.
At 0453, the weather reported at TIST included few clouds at 3,300, a broken ceiling at 4,600 with light rain. The winds were from 070 degrees at 9 knots gusting to 15 knots. According to the U.S. Naval Observatory, the moon was in the eastern sky, 9 degrees above the horizon, with 5 percent of the moon's visible disc illuminated.
FAA IDENTIFICATION
Regis#: 5553Y Make/Model: PA23 Description: PA-23-150/160 Apache
Date: 10/15/2012 Time: 1200
Event Type: Incident Highest Injury: None Mid Air: N Missing: N
Damage: Unknown
LOCATION
City: ST CROIX State: Country: US
DESCRIPTION
AIRCRAFT REPORTED MISSING NEAR ST. CROIX, VI
INJURY DATA Total Fatal: 0
# Crew: 0 Fat: 0 Ser: 0 Min: 0 Unk: 1
# Pass: 0 Fat: 0 Ser: 0 Min: 0 Unk:
# Grnd: Fat: 0 Ser: 0 Min: 0 Unk:
OTHER DATA
Activity: Unknown Phase: Unknown Operation: OTHER
FAA FSDO: SOUTH FLORIDA, FL (SO19) Entry date: 10/18/2012
Captain Kirby HodgeThere are many persons in this world who defy the norm. They use their time on this Earth to selflessly give of themselves without a thought. They put others first at every given opportunity because they believe that a fulfilled life is all about caring, sharing and loving. This is the kind of person Captain Kirby Hodge is.
To know Kirby Hodge is to love Kirby Hodge. He has dedicated his life to serving others, and defines the essence of a gentleman. He is a man of integrity, humility, great personal and professional pride, and maintains an aura of serenity in any situation. As a businessman, his combined skill and talent makes him one of the most reputable and respected individuals in the Caribbean.
A renowned pilot from a young age, he was one of the first persons, selected by his then employer, to captain a jet - for the U.S. military -into Panama during the Noriega crisis. As a father, husband, brother, uncle, cousin or friend, Kirby is one to never miss an opportunity to attend a family gathering or lend a helping hand.
As everyone may know by now, Kirby was in command of a private Piper Aztec plane that crashed into the sea less than 10 miles away from St. Thomas during the early morning hours on Oct. 13, 2012. On board were three persons whom he was graciously giving a ride to St. Thomas, as was his custom when making runs between the Islands. The one survivor from this crash tells a tale of Kirby's heroism in the crucial moments after the plane landed in the open sea. He did what anyone who knows him would expect him to do: help others at any cost. After skillfully bringing the plane down, his first instinct was to attempt to save the lives of his three friends. This is not hearsay; this is a factual account from the survivor.
We reflect on the biblical story of the Good Samaritan. In layman's terms, a "Good Samaritan" is one who helps others in need, for compassionate motives only and with no thought of reward. This is an accurate depiction of what Kirby Hodge did on the morning of Oct. 13. He enjoyed giving of himself, of his time and of his talents. He was offering his friends a ride, with no thought of reward or payment. The Bible tells us in John 15:13: "Greater love hath no man than this, that a man lay down his life for his friends." We have no reservations in saying that we know Kirby would have done all possible to ensure the safety of his friends, first and foremost, even if it cost him his life.
At this time, our family is extremely grateful for the vast outpouring of love and support, both at home and from around the world. We remain hopeful and faithful that a miracle is still out there for Kirby and his friends, as no bodies have been found.
It is truly in times of crisis that we realize the irreplaceable value of relationships and friendships. For this, our family says thank you. The final outcome is still in God's hands, but regardless of that outcome, my brother, Captain Kirby Hodge, is a man of heroic courage and one of the best pilots to ever grace the Caribbean skies over the last 40 years.
Continue to keep him and his friends in your prayers.
- The Family of Captain Kirby Hodge
http://virginislandsdailynews.com
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