Loss of Control in Flight: Piper PA-28R-200 Arrow, N4504X; fatal accident occurred February 12, 2017 in Cedar Key, Florida

Pilot Logbook Excerpts 

Maintenance Logbook Excerpts 

Global Positioning System Device

Weather Study

 Jasper Jerrels’ 17-year-old son, Dylan.

Jasper Jerrels, 65 and his fiancée Hue Pham Singletary, 65.

The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Tampa, Florida
Piper Aircraft; Vero Beach, Florida
Lycoming Engines; Williamsport, Pennsylvania

Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

http://registry.faa.gov/N4504X 

Location: Cedar Key, FL
Accident Number: ERA17FA108
Date & Time: 02/12/2017, 1106 EST
Registration: N4504X
Aircraft: PIPER PA28R
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 3 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal

Analysis 

The non-instrument rated private pilot departed in the airplane in visual meteorological conditions, which prevailed along most of the route of the over-water cross-country flight. However, about 20 miles from the destination airport, the airplane encountered an area of instrument meteorological conditions (IMC) that consisted of overcast clouds with bases about 400 ft above the water. According to GPS data, when the airplane reached this area, it began to descend from a cruising altitude of 2,400 ft. About 7 minutes later, at an altitude of about 1,000 ft, the airplane began a left, descending, 180° turn during which the altitude fluctuated until the data ended about 600 ft above the water near the accident site. The airplane continued to descend until it impacted the water. Examination of the wreckage did not reveal any evidence of preimpact mechanical malfunctions that would have precluded normal operation. The pilot had logged only 4.6 hours of simulated instrument experience and had no documented actual instrument experience. No evidence was found indicating that the pilot obtained an official weather briefing before the flight. If he had obtained such a briefing, he would have been told that visual flight rules (VFR) flight was not recommended due to IMC near the destination airport. Given the instrument conditions in the destination area and the pilot's limited instrument flying experience, it is likely that the pilot attempted to continue VFR flight into IMC, experienced spatial disorientation, and lost control of the airplane. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The non-instrument-rated pilot's improper decision to continue visual flight rules flight into instrument meteorological conditions, which resulted in spatial disorientation and a loss of airplane control. 

Findings

Aircraft
Performance/control parameters - Not attained/maintained (Cause)

Personnel issues
Decision making/judgment - Pilot (Cause)
Spatial disorientation - Pilot (Cause)
Aircraft control - Pilot (Cause)
Total instrument experience - Pilot (Cause)

Environmental issues
Low ceiling - Decision related to condition (Cause)
Below VFR minima - Decision related to condition (Cause)
Below VFR minima - Ability to respond/compensate (Cause)

Factual Information

History of Flight

Enroute-descent
Loss of control in flight (Defining event)

Uncontrolled descent

Collision with terr/obj (non-CFIT)

On February 12, 2017, about 1106 eastern standard time, a Piper PA-28R-200, N4504X, was destroyed when it impacted the Gulf of Mexico about 7 miles southeast of Cedar Key, Florida. The private pilot and two passengers were fatally injured. The airplane was registered to Flying Arrow, LLC and was being operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Instrument meteorological conditions prevailed in the area of the accident site, and no flight plan was filed for the personal flight. The flight departed Brooksville-Tampa Bay Regional Airport (BKV), Brooksville, Florida, at 1037, destined for George T. Lewis Airport (CDK), Cedar Key, Florida.

According to GPS data recovered from a handheld device onboard the airplane, the airplane flew a northwesterly track from BKV toward CDK at a cruising altitude of about 2,400 ft mean sea level (msl) over coastal islands and the Gulf of Mexico. Review of the GPS track and satellite imagery indicated that about 20 nautical miles southeast of CDK, the airplane began to gradually descend near a line of overcast cloud cover that ran from southwest to northeast. Weather data from the closest available reporting stations and from pilot reports indicated that the cloud bases decreased in height from south to north. About 3 minutes later, the airplane's descent rate increased to about 250 ft per minute (fpm) as the airplane continued its northwesterly track. About 4 minutes later, when the airplane was about 7 nautical miles from CDK at an altitude of about 1,000 ft msl, the airplane began a descending left 180° turn. During the turn, the vertical speed varied, and the airplane began a brief climb before descending again at a rate of about 2,900 fpm; the recorded data ended at an altitude of about 570 ft msl. 

Pilot Information

Certificate: Private
Age: 65, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 02/19/2015
Occupational Pilot: No
Last Flight Review or Equivalent: 08/13/2016
Flight Time:  (Estimated) 606 hours (Total, all aircraft), 300 hours (Total, this make and model), 3 hours (Last 90 days, all aircraft) 

According to Federal Aviation Administration (FAA) airmen records, the pilot held a private pilot certificate with a rating for airplane single-engine land. He did not possess an instrument rating. His most recent FAA third-class medical certificate was issued February 19, 2015, at which time he reported 579 total hours of flight experience. According to his logbook, as of January 28, 2017, he had accrued a total of 606 hours of flight experience that included 3 hours in the 90 days preceding the accident. He had logged a total of 4.6 hours of simulated instrument flight time of which the most recent was 0.3 hour during his last flight review performed on August 13, 2016, in the accident airplane.

Aircraft and Owner/Operator Information

Aircraft Make: PIPER
Registration: N4504X
Model/Series: PA28R 200
Aircraft Category: Airplane
Year of Manufacture: 1975
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 28R-7635065
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 05/01/2016, Annual
Certified Max Gross Wt.: 2600 lbs
Time Since Last Inspection: 14 Hours
Engines: 1 Reciprocating
Airframe Total Time: 2806.2 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: C91  installed, not activated
Engine Model/Series: IO-360-C1C
Registered Owner: FLYING ARROW LLC
Rated Power: 200 hp
Operator: FLYING ARROW LLC
Operating Certificate(s) Held: None

According to FAA records, the airplane was manufactured in 1975. It was equipped with a fuel-injected, horizontally-opposed four-cylinder, direct-drive, air-cooled Lycoming IO-360-C1C engine. Damaged portions of the maintenance logbook were found inside the airplane. The most recent annual inspection was completed May 1, 2016, at 2,806 total airframe hours. The airplane had accrued 14 hours since that date. The engine total time and time since overhaul could not be determined from the logbook remnants.

Meteorological Information and Flight Plan

Conditions at Accident Site: Instrument Conditions
Condition of Light: Day
Observation Facility, Elevation: KCTY, 42 ft msl
Distance from Accident Site: 36 Nautical Miles
Observation Time: 1055 EST
Direction from Accident Site: 348°
Lowest Cloud Condition:
Visibility:  10 Miles
Lowest Ceiling: Overcast / 400 ft agl
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 240°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.25 inches Hg
Temperature/Dew Point: 19°C / 18°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: BROOKSVILLE, FL (BKV)
Type of Flight Plan Filed: None
Destination: CEDAR KEY, FL (CDK)
Type of Clearance: None
Departure Time: 1037 EST
Type of Airspace: Class G 

There was no record of the pilot obtaining an official weather briefing from flight service or via direct user access terminal.

The Cross City Airport (CTY), Cross City, Florida, located about 36 miles north of the accident site, was the nearest weather reporting station. At 1055, the reported weather at CTY included an overcast ceiling at 400 ft above ground level (agl) with a visibility of 10 miles. Atmospheric models and data from other nearby stations indicated that the conditions at the accident site included fog and low stratus cloud cover up to about 4,000 ft agl. The weather reported for the airplane's route of flight south of the accident location indicated visual meteorological conditions with clear skies below 12,000 ft agl and visibility greater than 5 miles.

The National Weather Service issued an area forecast at 0648 for northern Florida that advised to expect scattered to broken clouds at 1,000 ft agl with visibility 3 miles in mist and scattered clouds at 1,500 ft were expected by 1100. The forecast for the eastern panhandle of Florida included overcast clouds at 1,000 ft agl with visibility 3 miles in mist. Advisories issued at the time of this forecast warned of instrument meteorological conditions at and near the accident site and the destination airport. 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 2 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 3 Fatal
Latitude, Longitude: 29.049167, -82.968056 (est) 

The airplane was recovered from the Gulf of Mexico and moved to a secure facility for examination. All major components of the airplane were accounted for except for a large section of the left wing that included the left main landing gear. Flight control continuity was established from the cockpit area through recovery cuts to the attach points on the rudder, stabilator, and stabilator trim jackscrew. Aileron control continuity was established from the cockpit area through overload fractures to the right aileron pushrod and to the root area of the left wing. The right main and nose landing gears were found in the retracted position. The flaps were not recovered; however, the left rod end of the flap torque tube was found in the forward position, consistent with a fully retracted position.

The engine was separated from the airframe. The propeller remained attached to the engine crankshaft flange, and the spinner was crushed against the hub. Two of the propeller blades exhibited longitudinal twisting. The third blade was bent aft about 180° and exhibited leading edge gouging at a distance from the hub consistent with impact damage found on the No. 2 engine cylinder.

The engine was rotated by hand at the propeller, and crankshaft continuity was observed to the rear accessory section. Valve action was observed at each cylinder, and thumb compression and suction were present on cylinders Nos. 1 and 3. Cylinder No. 2 was significantly damaged and exhibited an impact mark consistent with a strike from a propeller blade. A damaged spark plug precluded compression testing of cylinder No. 4. Neither magneto produced spark when rotated by hand. Internal examination of both magnetos revealed that sand, water, and corrosion were present. The vacuum pump remained attached to the engine; the drive coupling, carbon rotor, and carbon vanes were intact. 

Medical And Pathological Information

The Office of the Medical Examiner, District 8, Gainesville, Florida, performed an autopsy on the pilot. The cause of death was listed as massive injuries.

The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing on the pilot. Results were positive for pioglitazone and sitagliptin, which are used treat type 2 diabetes and to lower blood sugar levels, respectively. In general, neither of these medications are considered to be impairing.

 Jasper Jerrels’ 17-year-old son, Dylan.

Jasper Jerrels, 65 and his fiancée Hue Pham Singletary, 65.

The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Tampa, Florida
Piper Aircraft; Vero Beach, Florida
Lycoming Engines; Williamsport, Pennsylvania

Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

http://registry.faa.gov/N4504X 

Location: Cedar Key, FL
Accident Number: ERA17FA108
Date & Time: 02/12/2017, 1106 EST
Registration: N4504X
Aircraft: PIPER PA28R
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 3 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal

On February 12, 2017, about 1106 eastern standard time, a Piper PA-28R-200, N4504X, was destroyed when it impacted the Gulf of Mexico about 7 miles southeast of Cedar Key, Florida. The private pilot and two passengers were fatally injured. The airplane was registered to Flying Arrow, LLC and was being operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Instrument meteorological conditions prevailed in the area of the accident site, and no flight plan was filed for the personal flight. The flight departed Brooksville-Tampa Bay Regional Airport (BKV), Brooksville, Florida, at 1037, destined for George T. Lewis Airport (CDK), Cedar Key, Florida.

According to GPS data recovered from a handheld device onboard the airplane, the airplane flew a northwesterly track from BKV toward CDK at a cruising altitude of about 2,400 ft mean sea level (msl) over coastal islands and the Gulf of Mexico. Review of the GPS track and satellite imagery indicated that about 20 nautical miles southeast of CDK, the airplane began to gradually descend near a line of overcast cloud cover that ran from southwest to northeast. Weather data from the closest available reporting stations and from pilot reports indicated that the cloud bases decreased in height from south to north. About 3 minutes later, the airplane's descent rate increased to about 250 ft per minute (fpm) as the airplane continued its northwesterly track. About 4 minutes later, when the airplane was about 7 nautical miles from CDK at an altitude of about 1,000 ft msl, the airplane began a descending left 180° turn. During the turn, the vertical speed varied, and the airplane began a brief climb before descending again at a rate of about 2,900 fpm; the recorded data ended at an altitude of about 570 ft msl. 

Pilot Information

Certificate: Private
Age: 65, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 02/19/2015
Occupational Pilot: No
Last Flight Review or Equivalent: 08/13/2016
Flight Time:  (Estimated) 606 hours (Total, all aircraft), 300 hours (Total, this make and model), 3 hours (Last 90 days, all aircraft) 

According to Federal Aviation Administration (FAA) airmen records, the pilot held a private pilot certificate with a rating for airplane single-engine land. He did not possess an instrument rating. His most recent FAA third-class medical certificate was issued February 19, 2015, at which time he reported 579 total hours of flight experience. According to his logbook, as of January 28, 2017, he had accrued a total of 606 hours of flight experience that included 3 hours in the 90 days preceding the accident. He had logged a total of 4.6 hours of simulated instrument flight time of which the most recent was 0.3 hour during his last flight review performed on August 13, 2016, in the accident airplane.

Aircraft and Owner/Operator Information

Aircraft Make: PIPER
Registration: N4504X
Model/Series: PA28R 200
Aircraft Category: Airplane
Year of Manufacture: 1975
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 28R-7635065
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 05/01/2016, Annual
Certified Max Gross Wt.: 2600 lbs
Time Since Last Inspection: 14 Hours
Engines: 1 Reciprocating
Airframe Total Time: 2806.2 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: C91  installed, not activated
Engine Model/Series: IO-360-C1C
Registered Owner: FLYING ARROW LLC
Rated Power: 200 hp
Operator: FLYING ARROW LLC
Operating Certificate(s) Held: None

According to FAA records, the airplane was manufactured in 1975. It was equipped with a fuel-injected, horizontally-opposed four-cylinder, direct-drive, air-cooled Lycoming IO-360-C1C engine. Damaged portions of the maintenance logbook were found inside the airplane. The most recent annual inspection was completed May 1, 2016, at 2,806 total airframe hours. The airplane had accrued 14 hours since that date. The engine total time and time since overhaul could not be determined from the logbook remnants.

Meteorological Information and Flight Plan

Conditions at Accident Site: Instrument Conditions
Condition of Light: Day
Observation Facility, Elevation: KCTY, 42 ft msl
Distance from Accident Site: 36 Nautical Miles
Observation Time: 1055 EST
Direction from Accident Site: 348°
Lowest Cloud Condition:
Visibility:  10 Miles
Lowest Ceiling: Overcast / 400 ft agl
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 240°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.25 inches Hg
Temperature/Dew Point: 19°C / 18°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: BROOKSVILLE, FL (BKV)
Type of Flight Plan Filed: None
Destination: CEDAR KEY, FL (CDK)
Type of Clearance: None
Departure Time: 1037 EST
Type of Airspace: Class G 

There was no record of the pilot obtaining an official weather briefing from flight service or via direct user access terminal.

The Cross City Airport (CTY), Cross City, Florida, located about 36 miles north of the accident site, was the nearest weather reporting station. At 1055, the reported weather at CTY included an overcast ceiling at 400 ft above ground level (agl) with a visibility of 10 miles. Atmospheric models and data from other nearby stations indicated that the conditions at the accident site included fog and low stratus cloud cover up to about 4,000 ft agl. The weather reported for the airplane's route of flight south of the accident location indicated visual meteorological conditions with clear skies below 12,000 ft agl and visibility greater than 5 miles.

The National Weather Service issued an area forecast at 0648 for northern Florida that advised to expect scattered to broken clouds at 1,000 ft agl with visibility 3 miles in mist and scattered clouds at 1,500 ft were expected by 1100. The forecast for the eastern panhandle of Florida included overcast clouds at 1,000 ft agl with visibility 3 miles in mist. Advisories issued at the time of this forecast warned of instrument meteorological conditions at and near the accident site and the destination airport. 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 2 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 3 Fatal
Latitude, Longitude: 29.049167, -82.968056 (est) 

The airplane was recovered from the Gulf of Mexico and moved to a secure facility for examination. All major components of the airplane were accounted for except for a large section of the left wing that included the left main landing gear. Flight control continuity was established from the cockpit area through recovery cuts to the attach points on the rudder, stabilator, and stabilator trim jackscrew. Aileron control continuity was established from the cockpit area through overload fractures to the right aileron pushrod and to the root area of the left wing. The right main and nose landing gears were found in the retracted position. The flaps were not recovered; however, the left rod end of the flap torque tube was found in the forward position, consistent with a fully retracted position.

The engine was separated from the airframe. The propeller remained attached to the engine crankshaft flange, and the spinner was crushed against the hub. Two of the propeller blades exhibited longitudinal twisting. The third blade was bent aft about 180° and exhibited leading edge gouging at a distance from the hub consistent with impact damage found on the No. 2 engine cylinder.

The engine was rotated by hand at the propeller, and crankshaft continuity was observed to the rear accessory section. Valve action was observed at each cylinder, and thumb compression and suction were present on cylinders Nos. 1 and 3. Cylinder No. 2 was significantly damaged and exhibited an impact mark consistent with a strike from a propeller blade. A damaged spark plug precluded compression testing of cylinder No. 4. Neither magneto produced spark when rotated by hand. Internal examination of both magnetos revealed that sand, water, and corrosion were present. The vacuum pump remained attached to the engine; the drive coupling, carbon rotor, and carbon vanes were intact. 

Medical And Pathological Information

The Office of the Medical Examiner, District 8, Gainesville, Florida, performed an autopsy on the pilot. The cause of death was listed as massive injuries.

The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing on the pilot. Results were positive for pioglitazone and sitagliptin, which are used treat type 2 diabetes and to lower blood sugar levels, respectively. In general, neither of these medications are considered to be impairing.

NTSB Identification: ERA17FA108
14 CFR Part 91: General Aviation
Accident occurred Sunday, February 12, 2017 in Cedar Key, FL
Aircraft: PIPER PA28R, registration: N4504X
Injuries: 3 Fatal.

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 either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

On February 12, 2017, about 1106 eastern standard time, a Piper PA-28R, N4504X, was destroyed when it impacted the Gulf of Mexico about 7 miles southeast of Cedar Key, Florida. The private pilot and two passengers were fatally injured. The flight departed Brooksville-Tampa Bay Regional Airport (BKV), Brooksville, Florida, at 1037, destined for George T. Lewis Airport (CDK), Cedar Key, Florida. Instrument meteorological conditions prevailed in the area of the accident site, and no flight plan was filed for the personal flight, which was conducted under the provisions of 14 Code of Federal Regulations Part 91.

According to preliminary radar data provided by the Federal Aviation Administration (FAA), the airplane flew a northwesterly track from BKV toward CDK, over the western coastal key islands and the Gulf of Mexico. The radar data ended over the water about 7 miles southeast of CDK, as the airplane was on a northwesterly track at an altitude of about 1,100 feet mean sea level.

The airplane was recovered from the Gulf of Mexico and moved to a secure facility for examination. The airplane was destroyed by impact forces. All major components of the airplane were accounted for, except for a large section of the left wing, including the left main landing gear. Flight control continuity was established from the cockpit area through recovery cuts to the attach points on the rudder, stabilator, and stabilator trim jackscrew. Aileron control continuity was established from the cockpit area through overload fractures to the right aileron pushrod, and to the left wing root area. The right main and nose landing gear were found in the retracted position. The flaps were not recovered; however, the left rod end of the flap torque tube was found in the forward position, consistent with the fully retracted position.

The engine, with the propeller attached, was separated from the airframe. The propeller remained attached to the engine crankshaft flange, and the spinner was crushed against the hub. Two of the propeller blades exhibited longitudinal twisting. The third blade was bent aft about 180 degrees, and exhibited leading edge gouging at a distance from the hub consistent with impact damage found on the No. 2 engine cylinder.

The engine was rotated by hand at the propeller, and crankshaft continuity was observed to the rear accessory section. Valve action was observed at each cylinder, and thumb compression and suction were present on cylinder Nos. 1 and 3. Cylinder No. 2 was significantly damaged and exhibited an impact mark consistent with a strike from a propeller blade. A damaged spark plug precluded compression testing of cylinder No. 4. Neither magneto produced spark when rotated by hand. Internal examination of both magnetos revealed that sand, water, and corrosion were present. The vacuum pump remained attached to the engine; the drive coupling, carbon rotor and carbon vanes were intact.

According to airmen FAA records, the pilot held a private pilot certificate with a rating for airplane single engine land. He did not possess an instrument rating. His most recent FAA third-class medical certificate was issued February 19, 2015, at which time he reported 579 total hours of flight experience. According to his logbook, as of January 28, 2017, he had accrued a total of 606 flight hours, including 3 hours in the 90 days preceding the accident.

The Cross City Airport (CTY), Cross City, Florida, was located about 36 miles north of the accident site. At 1055, the reported weather included an overcast ceiling at 400 feet above ground level (AGL) with 10 statute miles of visibility. Preliminary weather information indicated the conditions at the accident site included fog and low stratus cloud cover up to about 4,000 feet agl. National Weather Service Center Weather Advisories and an AIRMET warnings were issued for the accident area, warning of cloud ceilings lower than 500 feet agl and/or visibility less than 1 statute mile.

A portable GPS receiver was recovered from the accident site and forwarded to the NTSB Vehicle Recorder laboratory for examination.
========

CEDAR KEY, Fla. - Levy County deputies believe they have recovered some of the remains of Dylan Jerrels. He's the 17-year-old Steinbrenner High School student who was on a plane that crashed in Cedar Key in February

Divers recovered the body of Dylan's dad, Jasper Jerrels and his father's finance Hue Singletary shortly after the crash.

But for days there was no sign of Dylan, a senior at Steinbrenner High School.

His mother Sarah made a tearful plea on Action News. A man living hours away in Fort Walton Beach saw it and felt compelled to help, bringing the family some peace.

Speaking via Skype, you could hear the emotion in Dan Griffith's voice on finding what's believed to be Dylan Jerrels's remains.

"I think that gave her a little bit of comfort that somebody was still looking for her son," said Griffith.

Sarah Jerrel's, Dylan's mom, and his uncle Craig Goldstein made an emotional plea the day crews pulled the remnants of the small plane from the Gulf.

"Dylan needs to be found, our family needs closure," said Goldstein.

Six hours away, Dan heard their cries for help. Now retired, he's dedicated his life to helping families like Dylan's. He started his own independent search form called Florida Sonar Search Team.

He has purchased thousands in sonar equipment. He loaded up his boat and headed to the crash site in Cedar Key.

"I get emotional about it." said Griffith.

He scanned the area for two days and came up with sonar images just 200 feet from where the single-engine Piper Cherokee went down.

"I knew that I had additional objects that needed to examined by divers, and that is what we worked off of," said Griffith.

And he is grateful Levy County deputies listened.

"I am a privateer here. I do this on my own and law enforcement doesn't always want me involved frankly," said Griffith.

But the sheriff made it his personal mission to help find Dylan. He sent a dive team and based on Griffith's images, they found remains.

And while It could take up to a year for a DNA match, deputies believe it is the 17-year-old. Sarah Jerrels also believes it is, and sent the following message: 

"As much as we all wanted a different outcome, I finally have my closure. I have asked for no physical details. I want to preserve my memory." said Sarah Jerrels

"The grief is still there and it's going to be there. We wish them a little bit of comfort knowing their loved one is home," said Griffith.

Griffith volunteered all his time and money. The search still isn't over. Levy county spokesperson Lt. Scott Tummomd said divers will go back to the area at the end of the week to look for more remains.

Dylan's mom is now starting a scholarship fund in her son's name.

Sarah Jerrels posted this message for all those who have shown their support

Friends and family,

Thank you for your thoughts and prayers.  19 days ago, my life changed. I have been through something no one should ever go through, but I'm stronger than ever.

Today, God has brought Dylan home.

Although the ending isn't happy, I am at peace knowing he is near me but truly with his dad.

The Levy County Sheriff's office (Scott Trummund), Dan Griffith, Brian Cummings, my family and friends never gave up. I never gave up on my son even when others thought I should. God was waiting for me to be ready.

Please take this time to reach out to your loved ones. Make peace with those you've had differences with. Never forgot what is important in life.  

Dylan never had an enemy and never hesitated in giving a hug. He never hesitated to tell me he loved me. We should all be more like Dylan.

I love you all.

Story and video:  http://www.abcactionnews.com

Late Sunday afternoon, officials in Cedar Key located the plane that went missing last week, along with the remains of a second passenger. The body of the plane’s pilot, Jasper Jerrels, 65, was found Wednesday.

Sea Tow and Florida Air Recovery in collaboration with the Levy County Sheriff’s Department discovered the wreckage beneath 10 to 12 feet of water about seven miles off the coast of Cedar Key, according to officials. Recovery crews also found the remains of 60-year-old Hue Singletary, Jerrels’ fiancée.

Her body was removed from the scene on Sunday night, but the recovery crew returned Monday afternoon to remove the plane.

“It’s definitely the plane. I’ve rode in it,” Teresa Cooper, Jerrels’ niece, said as the wreckage was brought into the Cedar Key Marina. “It’s a whole tragedy that we’ve lost three people. There’s another family member out there that has not been found as of yet.”

Jerrels’ 17-year-old son, known to friends as Dylan, was also in the plane when it went missing. The Levy County Sheriff’s Office said they will continue searching for him.

“I can tell you with 100 percent certainty that the Sheriff’s Office is not done with this search,” said Levy County Sheriff’s Office spokesman Lt. Scott Tummond. “We have a job to do, and we want to make sure this family knows exactly what happened.”

Tummond said this was one of the most difficult cases of his career. Tummond also said, along with the recovery crew, that it was one of the worst plane wrecks they’ve seen.

According to a member of one of the recovery crews, the entire side and roof of the plane were torn off upon impact, and it was difficult to see distinguishing features in the wreckage.

The plane will be taken to a facility in Jacksonville for investigation. Meanwhile, the search for Dylan will continue.

“You can replace a plane. You can replace a car,” Cooper said. “But you can’t replace a life.”