Loss of Control in Flight: Beechcraft King Air C90, N19LW; fatal accident occurred December 08, 2017 in Geneva, Seminole County, Florida

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Orlando, Florida
Textron Aviation; Wichita, Kansas
Pratt & Whitney Canada; Montreal, Quebec 
Transportation Safety Board of Canada; Ottawa, Ontario
Hartzell Propeller; Piqua, Ohio

Aviation Accident Factual 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/N19LW

Location: Geneva, FL
Accident Number: WPR18FA045
Date & Time: 12/08/2017, 1115 EST
Registration: N19LW
Aircraft: BEECH C90
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 3 Fatal
Flight Conducted Under: Part 91: General Aviation - Instructional 

On December 8, 2017, about 1115 eastern standard time, a Beech C90, N19LW, was destroyed when it impacted the waters of Lake Harney, near Geneva, Florida. The flight instructor, commercial pilot receiving instruction, and commercial pilot-rated passenger were fatally injured. The airplane was registered to Planemarketing LLC, Vero Beach, Florida, and was being operated by L3 Airline Academy as a Title 14 Code of Federal Regulations Part 91 instructional flight. Instrument meteorological conditions existed in the area and an instrument flight rules flight plan was filed for the flight, which originated from Orlando Sanford International Airport (SFB), Sanford, Florida, about 0753.

The chief flight instructor at L3 Airline Academy reported that the accident flight was the students' (commercial pilots) first flight in the Beech C90 as part of their High-Performance Aircraft course. He stated that, during the course, the flight instructor would be seated in the left seat, and the two pilots receiving instruction would take turns in the right seat during the flight. The chief flight instructor stated that the accident flight initially flew to Baldwin County Airport (MLJ), Milledgeville, Georgia, before returning to Sanford, most likely due to weather in the area.

Review of air traffic control and radar information provided by the Federal Aviation Administration (FAA) revealed that the flight returned to SFB and conducted a practice instrument approach to runway 9. After completing the instrument approach, the pilot contacted the Central Florida Terminal Radar Approach Control facility at 1603:22, advising that the flight was flying runway heading at 800 ft mean sea level (msl). Shortly thereafter, the controller verified radar contact with the airplane and asked if they wanted to conduct an ILS approach to runway 9 left (9L), to which the pilot responded, "affirm, two of 'em please." At 1603:45, the controller instructed the pilot to turn left to a heading of 030° for vectors to the ILS for runway 9L, and climb to 3,000 ft. The pilot repeated the instructions.

Between 1604 and 1607, the controller advised the pilot of a runway change at SFB and informed him that the next approach would be an ILS approach to runway 27 right (27R). The controller vectored the airplane north, then east. At 1607:21, the pilot requested "extended vectors." The controller asked the pilot to repeat the request and instructed them to fly a heading of 120°. At 1607:37, the pilot asked for "one minute to set up" and repeated the instruction to fly the 120° heading. The controller then instructed the pilot to fly a heading of 140°, which the pilot acknowledged. Radar data showed a right turn to a southeasterly course while the airplane maintained an altitude of 3,000 ft msl.

At 1608:19, the controller broadcasted updated weather information at SFB, which included a cloud ceiling broken at 800 ft above ground level (agl) and overcast at 1,600 ft agl. At 1609:22, the pilot advised the controller that they were ready to continue the approach, and the controller instructed the flight to descend to 1,600 ft. The pilot acknowledged, and radar data depicted the airplane beginning a descent.

At 1610:08, the controller instructed the pilot to turn right to a heading of 180°, which the pilot confirmed. At 1611:26, the controller issued the pilot a right turn to a heading of 240°, stated that the airplane was 5 miles from the UTIMY intersection, instructed him to remain at 1,600 ft until established on the localizer, and subsequently cleared the airplane for the ILS runway 27R approach. The pilot acknowledged, and radar data showed that the airplane remained level at 1,600 ft and initiated a right turn to a southwesterly course at 1611:38.

At 1612:37, the controller told the pilot that he would appreciate any cloud base reports on final, to which the pilot responded, "ok, wilco." Radar data showed that the airplane remained at 1,600 ft until 1612:12, then climbed to 1,700 ft briefly before descending back to 1,600 ft. At 1613:07, the airplane had turned to a westerly heading, descended to 1,400 ft, and continued a descent through 1,100 ft while initiating a left turn to a southerly heading. Shortly thereafter, the controller issued the airplane two low altitude alerts, about 10 seconds apart, and instructed the pilot to "maintain 1,600 immediately" until established on the approach. Radar data showed that, during this time, the airplane continued its descent, reaching 300 ft before climbing back to 800 ft, as it continued on a southeasterly heading. At 1613:31, the pilot stated, "yeah I am sir, I am, I am." No further radio communication was received from the airplane. The last three radar targets recorded at 1613:37, 1613:41, and 1613:46 showed the airplane at 1,300, 1,700, and 1,400 ft msl, respectively, in the vicinity of the accident site. (Figure 1)

Figure 1: Final portion of recorded radar data

A witness located on a boat near the north end of Lake Harney reported hearing a low-flying airplane approach his position. The witness stated that he could not see the airplane initially due to low clouds and light ground fog; however, he then saw the airplane below the cloud ceiling at 250 to 300 ft above ground level, then it climbed rapidly. The witness further stated that he was looking in the general direction of the engine noise when he saw the airplane dive vertically into the lake south of his location. 

Flight Instructor Information

Certificate: Airline Transport
Age: 56, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s):
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine; Instrument Airplane
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 08/19/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time:  4800 hours (Total, all aircraft), 357 hours (Total, this make and model), 233 hours (Last 90 days, all aircraft), 62 hours (Last 30 days, all aircraft), 6 hours (Last 24 hours, all aircraft)

Student Pilot Information

Certificate: Commercial
Age: 23, Male
Airplane Rating(s): Multi-engine Sea; Single-engine Sea
Seat Occupied: Right
Other Aircraft Rating(s):
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 04/20/1994
Occupational Pilot:
Last Flight Review or Equivalent: 11/30/2017
Flight Time:  243 hours (Total, all aircraft), 0 hours (Total, this make and model), 88 hours (Pilot In Command, all aircraft), 44 hours (Last 90 days, all aircraft), 23 hours (Last 30 days, all aircraft)

Flight Instructor

The instructor, age 56, held an airline transport pilot certificate with an airplane multi-engine land rating, with commercial privileges for airplane single-engine land. He held a flight instructor certificate with airplane single- and multi-engine and instrument airplane ratings. The pilot's most recent FAA third-class airman medical certificate was issued on August 19, 2017, with a limitation for corrective lenses. On the application for that medical certificate, he reported 4,500 total hours of flight experience. Flight school personnel reported that, at the time of the accident, the instructor had accumulated 4,800 total hours of flight experience, of which 357 hours were in the accident airplane make/model, 233 hours were in the previous 90 days, 62 hours were in the previous 30 days, and 6 hours were in the previous 24 hours.

Representatives of the flight school reported that the instructor provided training in their flight instructor and high-performance courses. The instructor was also a company check pilot for their single- and multi-engine courses. In addition, the instructor was approved to provide end-of-course exams, which included the issuance of a pilot certificate or rating for that respective course.

Pilot Receiving Instruction

The pilot receiving instruction, age 23, held a commercial pilot certificate with airplane single-engine land, multi-engine land, and instrument airplane ratings. His most recent second-class FAA airman medical certificate was issued on December 8, 2016, with a limitation for corrective lenses. Flight school personnel reported that, at the time of the accident, he had accumulated 243 total hours of flight experience, of which 44 hours were in the previous 90 days. In addition, he had accumulated 8 hours of actual instrument experience and 49 hours of simulated instrument experience.

Aircraft and Owner/Operator Information

Aircraft Make: BEECH
Registration: N19LW
Model/Series: C90 UNDESIGNATED
Aircraft Category: Airplane
Year of Manufacture: 1981
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: LJ-991
Landing Gear Type: Retractable - Tricycle
Seats: 9
Date/Type of Last Inspection: 10/13/2017, Continuous Airworthiness
Certified Max Gross Wt.: 9989 lbs
Time Since Last Inspection:
Engines: Turbo Prop
Airframe Total Time: 10571.2 Hours as of last inspection
Engine Manufacturer: Pratt & Whitney Canada
ELT: Installed, activated, did not aid in locating accident
Engine Model/Series: PT6-21A
Registered Owner: PLANEMARKETING LLC
Rated Power: 579 hp
Operator: L3 Airline Academy
Operating Certificate(s) Held: None

The seven-seat, low-wing, retractable-gear, twin-engine airplane, serial number (S/N) LJ-991, was manufactured in 1981. It was powered by two Pratt & Whitney Canada PT6A-21 engines, each rated at 550 shaft horsepower, which each drove a Hartzell adjustable pitch propeller.

Review of the airframe and engine maintenance logbooks revealed that the most recent phase inspection was completed on October 13, 2017, at a total time and Hobbs time of 10,571.2 hours, left and right engine total time of 10,571.2 hours, 6,568.1 hours since overhaul, and 1,205.4 hours since hot section inspection. The reported Hobbs time at the time the airplane was dispatched for the accident flight was 10,648.9 hours. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KSFB, 55 ft msl
Distance from Accident Site: 10 Nautical Miles
Observation Time: 1553 UTC
Direction from Accident Site: 275°
Lowest Cloud Condition:
Visibility:  10 Miles
Lowest Ceiling: Broken / 800 ft agl
Visibility (RVR):
Wind Speed/Gusts: 8 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 170°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.89 inches Hg
Temperature/Dew Point: 21°C / 18°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Sanford, FL (SFB)
Type of Flight Plan Filed: IFR
Destination: Sanford, FL (SFB)
Type of Clearance: IFR
Departure Time: 0753 EST
Type of Airspace: Class E 

Recorded data at 1053 from the SFB automated weather observation station, located about 10 miles west of the accident site, included wind from 170° at 8 knots, 10 statute miles visibility, a broken cloud layer at 800 ft, an overcast cloud layer at 1,600 ft, temperature 21°C, dew point 18°C, and an altimeter setting of 29.89 inches of mercury.

The National Weather Service (NWS) Weather Forecast Office, located in Melbourne, Florida, issued the SFB Terminal Aerodrome Forecast at 0627, which was valid for a 24-hour period beginning at 0700. The forecast from 0700 to 1100 was for wind from 030° at 3 knots, visibility better than 6 miles, scattered clouds at 800 ft agl, overcast at 1,500 ft. From 1100 to 1300, wind was predicted to be from 190° at 5 knots, visibility better than 6 miles, ceiling broken at 1,500 ft agl. AIRMET Sierra for IFR conditions was current at the time of the accident for most of central Florida, including the area of the accident site.

For further meteorological information, see the weather study in the public docket for this investigation.

Airport Information

Airport: ORLANDO SANFORD INTL (SFB)
Runway Surface Type: Asphalt
Airport Elevation: 54 ft
Runway Surface Condition: Dry
Runway Used: 27R
IFR Approach: ILS
Runway Length/Width: 11002 ft / 150 ft
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 2 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 3 Fatal
Latitude, Longitude: 28.764722, -81.061111

The airplane impacted the waters of Lake Harney near the northwestern shoreline, just south of the final approach course for the ILS Runway 27R approach. Wreckage was spread throughout a 200-square-ft area along the bottom of the lake. The reported water depth was 10 ft.

According to recovery company personnel, the recovery of the wreckage from the lake spanned about 8 days with the use of a diver who specialized in underwater construction and operation. The diver reported that the underwater visibility was about 5 inches. A dredger was used to displace the mud/silt in order to locate additional debris; however, company personnel reported that due to the restricted underwater visibility, various parts and/or components may not have been located. The company personnel further reported that both engines were located about 15 ft under the floor of the lake, lodged within the mud/silt.

Examination of the recovered wreckage revealed that the fuselage was severely fragmented. The structure was bent, buckled, and torn throughout. Remains of the cockpit area were located within the wreckage, which included the control column, a rudder pedal, and trim wheel pedestal. The instrument panel was fragmented into multiple portions with numerous instruments displaced. The directional gyro and compass gyros were removed from their housings and exhibited rotational scoring. The left and right engine nacelle structure and the inboard portions of the left and right wing structure from the nacelles to the fuselage were fragmented.

The left wing exhibited accordion-like compression damage throughout. The left aileron and inboard flap were separated from the left wing structure. The outboard left flap remained attached. The right wing exhibited accordion-like compression damage throughout. The right aileron, inboard and outboard flaps were separated.

The empennage was separated from the fuselage. The right horizontal stabilizer and elevator were separated. The right elevator trim tab actuator was found in a position consistent with about 5° tab up. The left elevator was separated from the left horizontal stabilizer. The left elevator trim tab actuator was found in a position consistent with about 3.5° tab up. The leading edge of the vertical stabilizer was crushed aft. The upper portion of the vertical stabilizer was crushed aft and downward in a tapered manner. The rudder trim tab remained attached to the rudder; however, the upper portion of the trim tab was partially separated about the upper 15 inches. The rudder trim tab actuator was found in a position consistent with the tab between 0 and 5° left.

Both engines were separated from the airframe, and both propeller assemblies were separated from the engines.

Left Propeller

The left propeller blade damage is consistent with rotation under power. Blade angle was unable to be determined, however, witness marks were consistent with a near "low" pitch blade position. Blade damage includes bending and twisting opposite direction of rotation, and a tip fracture on one blade.

Right Propeller

The right propeller blade damage is consistent with rotation under power. Blade angle was unable to be determined, however, witness marks were consistent with a near "low" pitch blade position. Blade damage includes bending and twisting opposite direction of rotation. One blade fractured at the blade shank location and exhibited "S" bending.

Both engines were shipped to the manufacturer for further examination.

Both engines were heavily contaminated with organic debris. Both propeller shafts were fractured behind the propeller bolting flange. Heavy impact and structural deformation was present on all structural cases. Heavy circular rubbing contact was observed on both engines' power turbine disks, compressor turbine disks, and all components of the compressors. Both engines displayed similar impact signatures. Examination revealed no pre-impact anomalies that would have prevented either engine from producing power before impact.

For further information, see the Accident Site, Airframe, and Engine Examination Summary Report within the public docket for this accident.

Medical And Pathological Information

Flight Instructor

The Seminole County Medical Examiner, Daytona Beach, Florida, performed an autopsy of the instructor. The autopsy report indicated that the cause of death was multiple blunt force injuries. Toxicology testing performed by the National Medical Services (NMS) Labs at the request of the medical examiner identified oxycodone (370 ng/gm; 0.370 µg/gm) and its active metabolite, oxymorphone (340 ng/gm; 0.340 µg/gm), in liver tissue.

Toxicology testing on specimens recovered from the flight instructor performed at the FAA Forensic Sciences Laboratory identified ethanol at 0.073 gm/dg and N-butanol in muscle tissue, as well as 0.028 gm/dg of ethanol in lung. In addition, oxycodone was found at 0.382 µg/gm and its active metabolite, oxymorphone, at 0.253 µg/gm in liver tissue; in muscle there was 0.102 µg/gm of oxycodone, but testing was inconclusive for oxymorphone.

Oxycodone is an opioid pain medication available by prescription, usually in combination with acetaminophen (Tylenol); common marketing names are Percocet and Oxycontin. Oxycodone is a Schedule II controlled substance, indicating significant potential for abuse and addiction. Oxycodone carries a warning, "Patients should be advised that oxycodone hydrochloride tablets may impair mental and/or physical ability required for the performance of potentially hazardous tasks (e.g., driving, operating heavy machinery)." Oxymorphone is its primary active metabolite, but is also available as a prescription drug alone; a common marketing name is Opana. It carries the warning, "Warn patients not to drive or operate dangerous machinery unless they are tolerant to the effects of oxymorphone hydrochloride tablets and know how they will react to the medication."

The instructor's wife reported that her husband had back issues. She was unsure of the extent but knew that he took prescription ibuprofen. She could not recall if her husband had a prescription for oxymorphone or oxycodone.

Pilot Receiving Instruction (Flying Pilot)

The Seminole County Medical Examiner, Daytona Beach, Florida, performed an autopsy of the pilot. The autopsy report indicated that the cause of death was multiple blunt force injuries.

Toxicology testing on specimens recovered from the pilot performed at the FAA Forensic Sciences Laboratory identified ethanol at 0.022 gm/dg of ethanol in lung; no ethanol was identified in muscle tissue. No other tested-for substances were identified.

Pilot-Rated Passenger

The Seminole County Medical Examiner, Daytona Beach, Florida, performed an autopsy of the pilot-rated passenger. The autopsy report indicated that the cause of death was multiple blunt force injuries.

Toxicology testing on specimens recovered from the passenger performed at the FAA Forensic Sciences Laboratory identified ethanol at 0.022 gm/dg of ethanol in brain tissue, but no ethanol in muscle tissue. No other tested-for substances were identified.

Given the varying amounts and distribution of ethanol identified in body tissue of all three pilots, it is likely that the identified ethanol was from postmortem production rather than ingestion.

Additional Information

Spatial Disorientation

The FAA publication, "Medical Facts for Pilots (AM-400-03/1)," discusses the vestibular aspects of spatial orientation and states, in part, the following:

The inner ear contains the vestibular system, which is also known as the organ of equilibrium…the vestibular system contains two…semicircular canals, which detect changes in angular acceleration, and the otolith organs…which detect changes in linear acceleration and gravity. Both the semicircular canals and the otolith organs provide information to the brain regarding our body's position and movement. A connection between the vestibular system and the eyes helps to maintain balance and keep the eyes focused on an object while the head is moving or while the body is rotating…The semicircular canals are three half-circular, interconnected tubes located inside each ear that are the equivalent of three gyroscopes located in three planes perpendicular…to each other. Each plane corresponds to the rolling, pitching, or yawing motions of an aircraft….Illusions involving the semicircular canals of the vestibular system occur primarily under conditions of unreliable or unavailable external visual references and result in false sensations of rotation.

These illusions include the graveyard spiral, about which, the publication states, in part, the following:

The graveyard spiral…is associated with a return to level flight following an intentional or unintentional prolonged bank turn. For example, a pilot who enters a banking turn to the left will initially have a sensation of a turn in the same direction. If the left turn continues (~20 seconds or more), the pilot will experience the sensation that the airplane is no longer turning to the left. At this point, if the pilot attempts to level the wings this action will produce a sensation that the airplane is turning and banking in the opposite direction (to the right). If the pilot believes the illusion of a right turn (which can be very compelling), he/she will reenter the original left turn in an attempt to counteract the sensation of a right turn. Unfortunately, while this is happening, the airplane is still turning to the left and losing altitude. Pulling the control yoke/stick and applying power while turning would not be a good idea–because it would only make the left turn tighter. If the pilot fails to recognize the illusion and does not level the wings, the airplane will continue turning left and losing altitude until it impacts the ground.

Figure 2 is a graphic from the FAA's Pilot's Handbook of Aeronautical Knowledge, showing a graveyard spin and a graveyard spiral.

Figure 2: Graphic depicting a graveyard spin and graveyard spiral. 

Organizational And Management Information

Information provided by the director of flight operations and the chief flight instructor revealed that both students were enrolled in a 14 CFR Part 141-approved training course which was also accredited by the Civil Aviation Administration of China (CAAC). Students would typically arrive with no experience in aviation. Upon arrival, the students underwent a one-month class focused on aviation-related English and a second month divided between English classes and private pilot ground school before starting their flight training. Before a student was allowed to begin their flight training, the school required the student to pass the private pilot written test. Upon completing their private pilot training, students progressed into the instrument ground school. Upon completion, they were dual-enrolled in the commercial and instrument flight courses, which included transition into the Cirrus SR20. Following completion of their instrument certificate, the students continued to build flight time with a flight instructor, and eventually complete multi-engine commercial ground school, followed by flight training in the Piper PA-44. Upon completion of their commercial multi-engine rating, students transitioned into high-performance ground school, which is about 4 weeks in length, before transitioning into the Beech C90, which is taught by four in-house instructors and four contract instructors.


The operator reported that they conducted initial hire drug testing for all employees and had a random drug test program for employees; however, the random drug test program was not actively used unless there was an incident that warranted a drug test.

Location: Geneva, FL
Accident Number: WPR18FA045
Date & Time: 12/08/2017, 1115 EST
Registration: N19LW
Aircraft: BEECH C90
Injuries: 3 Fatal
Flight Conducted Under: Part 91: General Aviation - Instructional

On December 8, 2017, about 1115 eastern standard time, a Beech C90, N19LW, was destroyed when it impacted the waters of Lake Harney, near Geneva, Florida. The airplane was registered to Planemarketing LLC, Vero Beach, Florida, and operated by L3 Airline Academy as CONN900 as a 14 Code of Federal Regulations Part 91 instructional flight. The Flight Instructor and two commercial pilots receiving instruction were fatally injured. Instrument and visual meteorological conditions prevailed in the area, and an instrument flight rules flight plan was filed for the flight, which originated from Sanford, Florida, about 0753.

Review of preliminary information provided by the Federal Aviation Administration revealed that following an uneventful flight to Milledgeville, Georgia, the flight returned to the Orlando Sanford International Airport (SFB) and conducted a practice instrument approach to runway 09. After the flight completed the instrument approach, the active runway was changed to 27R and Air Traffic Control (ATC) controllers vectored the flight for a practice ILS Runway 27R instrument approach. About 2 minutes after the flight was given a vector to intercept the localizer and cleared for the approach, the controller issued a low altitude alert and advised the flight to climb to 1,600 feet. Following a second low altitude alert with instructions to immediately climb to 1,600 feet, the flight responded that "I am sir, I am." Shortly after, radar and radio communication with the accident airplane was lost.

A witness, who was located on a boat near the north end of Lake Harney reported hearing a low flying airplane approach his position at a low altitude. The witness stated that he could not see the airplane initially due to low clouds and light ground fog, however, he observed the airplane below the cloud ceiling at 250 to 300 feet above ground level, and then climb rapidly. The witness further stated that they were looking in the general direction of the engine noise when they observed the airplane dive vertically into the lake south of their position.

The wreckage was recovered from Lake Harney and transported to a secure location for further examination. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: BEECH
Registration: N19LW
Model/Series: C90 UNDESIGNATED
Aircraft Category: Airplane
Amateur Built: No
Operator: L3 Airline Academy
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KSFB, 55 ft msl
Observation Time: 1553 UTC
Distance from Accident Site: 10 Nautical Miles
Temperature/Dew Point: 21°C / 18°C
Lowest Cloud Condition:
Wind Speed/Gusts, Direction: 8 knots, 170°
Lowest Ceiling: Broken / 800 ft agl
Visibility:  10 Miles
Altimeter Setting: 29.89 inches Hg
Type of Flight Plan Filed: IFR
Departure Point: Sanford, FL (SFB)
Destination: Sanford, FL (SFB) 

Wreckage and Impact Information

Crew Injuries: 2 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 3 Fatal
Latitude, Longitude:   28.764722, -81.061111

Kam Jimi Naik

Kam Jimi Naik was a flight instructor and former airline pilot, a friend to many and enemy to none.

His laugh and smile was contagious.

Throughout his career as a instructor he taught and mentored hundreds of students.

Outside of work Jimi always found time for his family, friends and God. 

We are writing this with a heavy heart that December 8th ,2017 Jimi received new wings. 

His plane crashed into a lake in Sanford Florida. 

He is leaving behind his beautiful wife Karen and two daughters.

We are trying to help raise funds to assist the family in this difficult time to help with arrangements and whatever may lay ahead. 

Thank you.

Read more here:  https://www.gofundme.com

Kamalesh (Jimi) Naik

Current: First Officer at Silver Airways 

Previous:  Delta Connection Academy

SANFORD, Fla. —  Dive teams are searching the murky waters of Lake Harney Monday, hoping to recover wreckage from a plane crash that killed three people last week.

Even though the water at the crash site is only 10-feet deep, visibility has been an issue for divers.

The Federal Aviation Administration said the twin-engine Beechcraft was attempting to land at Orlando Sanford International Airport when it crashed at about 11:30 a.m. Friday into Lake Harney.

Three bodies were recovered on Saturday.

The Seminole County Sheriff's Office identified the pilot as 56-year-old Kamalesh Naik of Sanford, and the passengers as two Chinese nationals, 22-year-old Men Tao and 23-year-old Hou Xupeng. The plane belonged to a commercial flight school at the airport.

Investigators hope some of the wreckage will aid in the investigation.

Investigators have also recovered both radio and radar communication that indicates the plane was headed for Orlando Sanford International Airport. The National Transportation Safety Board said it expects to have a preliminary report on the cause of the crash within five days.

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

Josh Cawthra, Aviation Accident Investigator 

National Transportation Safety Board

Three people, including two from China, are presumed dead after their plane crashed Friday morning into a lake near the border of Seminole and Volusia counties, officials said.

The pilot is identified as Kamalesh Naik, 56, of Sanford. The two passengers are identified as Men Tao, 22, and Hou Xupeng, 23, both of China, currently staying in Sanford.

Seminole County sheriff’s deputies say they received calls just before 11:30 a.m. about a plane flying low and crashing into Lake Harney.

Members of the Seminole and Volusia county sheriff’s offices along with the Fish and Wildlife Conservation Commission responded to the scene for search and recovery efforts.

The victims’ bodies have not yet been recovered, officials say. The search will resume on Saturday morning and officials ask that people avoid the area.

Lake Harney is located east of Geneva.

Original article ➤  http://www.orlandosentinel.com

Hou Xupeng

SEMINOLE COUNTY, Fla. - Multiple law enforcement agencies are searching for a plane that crashed into a lake near the Volusia-Seminole county line. 

Federal Aviation Administration officials said three people were on board the the Connection 900 plane when it went down in Lake Harney.

The crash was reported about 11:30 a.m. Friday.

Deputies with Seminole and Volusia counties are involved with the search.

Dive teams, search and rescue teams and boats have spent hours in the lake searching for the passengers and pilot.

The FAA said the aircraft was on its way to Orlando Sanford International Airport.

Investigators found what appeared to be a plane seat.

George Tanner was fishing on his boat when he heard about the crash.

“They first approached me to ask if I had seen a low-flying plane because they were still looking for the crash site, but I didn’t hear anything,” Tanner said.

The pilot was later identified as Kamalesh Naik, 56, of Sanford.

The two passengers were identified as Men Tao, 22, and Hou Xupeng, 23, both Chinese nationals who were staying in Sanford.

The FAA and the National Transportation Safety Board will investigate the cause of the crash. 

Story and photo gallery  ➤  http://www.wftv.com

Crews work to recover plane wreckage from Lake Harney

SEMINOLE COUNTY, Fla. — The search is on for passengers who are missing after a plane crashed into Lake Harney in Seminole County. 

The Sheriff's Office said it is now a recovery mission.

The plane crashed into the lake a little after 11 a.m. Friday. The lake is nine square miles in size.

Seminole and Volusia authorities responded to the crash, which happened on the Seminole/Volusia line.

Because of Lake Harney's size, rescue crews hustled to get to the crash site from a variety of locations.

The dive team left the boat ramp along State Road 46 as quickly as it arrived, to take a different route to the wreckage.

Some dive team members and Florida Fish and Wildlife Conservation Commission airboats took off from the west side, or the Geneva side, of Lake Harney, to see if that was the best route.

Both the Federal Aviation Administration and the National Transportation Safety Board will investigate the crash.

The FAA said the Beech 90 King Air was on approach to Orlando Sanford International Airport when it crashed.

The airport president told WESH 2 News that according to airport operations, there wasn't a conversation between the tower and the aircraft.

Lake Harney is often a little murky and stirred up because of its size. That could be an issue, since water levels are still high after Hurricane Irma, and a storm front is coming in.

The Sheriff's Office said it will keep working as long as light and weather allows.

Story and video ➤ http://www.wesh.com

This forensics team was looking at what appears to be a seat and a reflective vest at Lake Harney. 

Commercial Training Solutions, which owned the plane involved, released the following statement:

“Commercial Training Solutions can confirm that a King Air aircraft that crashed in Lake Harney, Florida this morning involved one of our employees and two trainees. We extend our heartfelt condolences to the family and friends of the victims of this tragedy. We are awaiting updates from local authorities on developments around this incident, and will cooperate fully with the FAA and the NTSB in the ongoing investigation. No further information is available at this time."

SEMINOLE COUNTY, Fla. - The bodies of three people were recovered from a plane that crashed into Lake Harney Friday, according to officials with the National Transportation Safety Board.

Search crews found the sunken plane Saturday near the Seminole-Volusia County line, investigators said.

Authorities cannot confirm how long it will take to recover the plane from the lake due to poor visibility.

Three people were on board the Connection 900 "King Air" plane when it went down in Lake Harney at about 11:30 a.m., Federal Aviation Administration officials said.

Deputies with Seminole and Volusia counties were involved with the search.

Dive teams, search and rescue teams and boats spent hours at the lake Friday searching for the passengers and the pilot, but to no avail.

The pilot was identified as Kamalesh Naik, 56, of Sanford.

The two passengers were identified as Men Tao, 22, and Hou Xupeng, 23, both Chinese nationals who were staying in Sanford.

The FAA said the aircraft was on its way to Orlando-Sanford International Airport.

George Tanner was fishing on his boat when he heard about the crash.

“They first approached me to ask if I had seen a low-flying plane because they were still looking for the crash site, but I didn’t hear anything,” Tanner said.

The FAA and the National Transportation Safety Board will investigate the cause of the crash.

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LAKE HARNEY, Fla. - An airplane carrying up to three people crashed into Lake Harney on Friday near the Seminole-Volusia county line, officials said.

A fisherman reported the crash in the southeast side of the lake near Lake Harney Woods Boulevard and Morgan Alderman Road.

The Federal Aviation Administration said a Connection 900 BE-9L aircraft coming from L3 Airline Academy was approaching the Orlando Sanford International Airport when it crashed.

Divers are searching for the aircraft and possible survivors, officials said.

Officials said the recovery efforts could take anywhere from five to seven days. 

Kenneth Miller was working in his nearby yard when he said he heard the roar of the plane's engine.

"It was a loud explosion and then I heard nothing," Miller said.

The FAA will investigate the crash. The National Transportation Safety Board will determine the cause of the crash.

No other details have been released. 

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