ERA09FA080

The failure of both pilots to see and avoid the other aircraft.

Aircraft 2 A Cessna and Piper were both on instructional flights, operating in a concentrated flight training area that is depicted on a sectional chart. There was no air-to-ground communication in the area, but there was an advisory frequency that was used by the flight schools in the area. The Cessna's pilot reported that he was "...a Cessna 172 holding at FRDDY at 2000 feet." No other radio transmissions were heard from the Cessna. Radar information indicated that the Cessna was on a 210-degree course and was tracking at a speed of 86 knots. The Piper was on a course of 160 degrees and was tracking at a speed of 126 knots. Both airplanes converged on the same position, and the collision occurred at about 2,000 feet above ground level. The reported weather about the time of the accident included clear skies and visibility of 10 miles. --- Aircraft 1 A Cessna and Piper were both on instructional flights, operating in a concentrated flight training area that is depicted on a sectional chart. There was no air-to-ground communication in the area, but there was an advisory frequency that was used by the flight schools in the area. The Cessna's pilot reported that he was "...a Cessna 172 holding at FRDDY at 2000 feet." No other radio transmissions were heard from the Cessna, and there were no reports of any radio transmissions from the Piper. Radar information indicated that the Cessna was on a 210-degree course and was tracking at a speed of 86 knots. The Piper was on a course of 160 degrees and was tracking at a speed of 126 knots. Both airplanes converged on the same position, and the collision occurred at about 2,000 feet above ground level. The reported weather about the time of the accident included clear skies and visibility of 10 miles.

Aircraft 2 "THIS CASE WAS MODIFIED MAY 19, 2009." HISTORY OF FLIGHT On December 6, 2008, about 1630 eastern standard time, a Piper PA-44-180, N118TP, and a Cessna 172R, N369ES, collided in midair about 18 miles west of the Ft. Lauderdale Hollywood International Airport (FLL), Ft. Lauderdale, Florida. N118TP was owned by Airline Transport Professionals Corp of USA and was being operated under visual flight rules (VFR) as an instructional flight. N369ES was owned by Pelican Flight School and was being operated as a VFR instructional flight. Both airplanes were substantially damaged. The certified flight instructor (CFI) and the certificated commercial pilot aboard N118TP were both killed. The certified flight instructor and the certificated private pilot aboard N369ES were also killed. Both airplanes were operated under Title 14 Code of Federal Regulations (CFR) Part 91. Visual meteorological conditions prevailed at the time of the accident. Both airplanes were operating in the A-291B concentrated flight training area prior to the time of the accident. This area is depicted on the Miami sectional chart as (A- Alert) special use airspace. A-291B is in operation from 0600 to 2400. The flight altitude for this area is 0 to 3900 feet above ground level (agl), and there is no air to ground communications provided in this area. According to the owner of Pelican Flight School, the purpose of the Cessna's flight was to practice flight maneuvers prior to the private pilot taking his instrument checkride. Other instructors at the school stated that they heard their flight instructor in the concentrated flight training area A-291B, over frequency 123.45 making position reports. This is a frequency used by the flight schools in the local area when operating in A-291B; flight instructors often use this training area for students. They recalled that the Cessna's pilot reported that he was "North Perry training area, this is a Cessna 172 holding at FRDDY at 2000 feet." No other radio transmissions were heard from the Cessna. According to the Airline Transport Pilot flight school personnel, the purpose of the Piper's training flight was to train the commercial rated pilot for his multiengine instructor certificate. Based on a report from the Airline Transport Pilot flight school, the airplane departed FLL to conduct a local training flight. There have been no reports of any radio transmissions from the Piper, while in the training area A-291B. According to instructors at the Airline Transport Pilot flight school they were familiar with the 123.45 frequency. Radar information provided by Federal Aviation Administration (FAA) Air Traffic Control (ATC) personnel indicates that the Cessna was on a 210-degree course magnetic, and was tracking at a speed of 86 knots. The Piper was on a course of 160 degrees magnetic, and was tracking at a speed of 126 knots. Both airplanes converged on the same position, and the collision occurred at about 2,000 feet above ground level (agl), north of the FRDDY intersection. PERSONNEL INFORMATION Pilots of N369ES CFI (right seat) The instructor in N369ES, age 25, held a certified flight instructor certificate, with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane. His certificate was issued on July 7, 2007. He held a first-class medical certificate issued on March 19, 2008. At the time of the accident, he was employed by Pelican Flight School as a flight instructor. The pilot indicated on his last application for the first-class medical certificate that he had accumulated 816 total flight hours. Pilot receiving instruction (left seat) The pilot receiving instruction, age 30, held a private pilot certificate, with a rating for airplane single-engine land. His certificate was issued on January 18, 2002. He held a second-class medical certificate issued on August 22, 2006. A review of the pilot's logbook disclosed that he had logged 179 total flight hours. Pilots of N118TP CFI (left seat) The instructor in N118TP, age 21, held a certified flight instructor certificate, with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane. His certificate was issued on November 10, 2007. He held a first-class medical certificate issued on December 6, 2007. A review of the pilot's logbook disclosed that he had logged 920 total flight hours. At the time of the accident, the certified flight instructor was employed by Airline Transport Pilot flight school as a flight instructor. Pilot receiving instruction (right seat) The pilot receiving instruction, age 37, held a certified flight instructor certificate, with ratings for airplane single-engine airplane land and instrument airplane. His certificate was issued on April 28, 2006. He held a second-class medical certificate issued on December 11, 2006. The pilot indicated on his last application for the second-class medical certificate that he had accumulated 1,156 total flight hours. AIRCRAFT INFORMATION Cessna 172R The airplane was manufactured in 1997 as a four-seat, high-wing airplane with fixed tricycle landing gear and powered by a Lycoming IO-360-L2A, 160-horsepower engine. Review of the aircraft logbook disclosed that an annual inspection was conducted on September 2, 2008, at a tachometer time of 3,182.1 hours. The last 100-hour inspection was conducted on November 6, 2008, at a tachometer time of 3,273.5 hours. Piper PA-44-180 The airplane was manufactured in 1979 as a four-seat, low-wing airplane with retractable tricycle landing gear and powered by a Lycoming LO-360-F1A6D, 180-horsepower engine on the right side. The left side engine was an O-360-E1A6D, 180-horsepower engine. Review of the aircraft logbook disclosed that an annual inspection was conducted on November 28, 2008, at a tachometer time of 7,719.4 hours. METEOROLOGICAL INFORMATION The reported weather at North Perry Airport, located about 5 miles east of the accident site, at 1553, was: wind from 230 degrees at 11 knots; visibility 10 miles; sky clear; temperature 26 degrees Celsius; dew point 16 degrees Celsius; altimeter 30.03 inches of mercury. WRECKAGE AND IMPACT INFORMATION The Cessna airplane came to rest inverted in approximately 3 feet of water in the Everglades National Park. The right wing had separated and was located approximately 100 feet east of the main wreckage. The Piper also came to rest in approximately 3 feet of water in the park. Both airplanes were located approximately 18 miles west of FLL. The distance between both airplanes was 2,463 feet. The Cessna was on a 229-degree magnetic bearing, and the Piper was on a magnetic bearing of 140 degrees. Cessna 172R Examination of the Cessna disclosed that it had numerous paint transfer marks. The left side of the fuselage had several marks just aft of the cabin door. The vertical stabilizer leading edge had blue and red transfer marks approximately 3 feet in length, from the base toward mid-span. The right wing leading edge had red transfer marks near the tip. The Piper was painted a white base, with red and blue stripes and a solid blue tail. The fuselage was substantially damaged by impact with the terrain. The firewall was pushed aft into the cockpit. The door frames and cabin skins were buckled. The empennage was bent over to the right, approximately 90 degrees. The instrument panel was fragmented. No instruments or avionics were observed. The circuit breakers centers were missing. The nose gear piston and barrel were straight. The top of the barrel was bent just below the upper attach fitting. All flight controls were found attached or partially attached to their joining surfaces. The left elevator weight was damaged and separated. Flight control cable continuity was confirmed. Several cables were separated and exhibited a condition consistent with tension overload. The left wing remained partially attac --- Aircraft 1 "THIS CASE WAS MODIFIED MAY 19, 2009." HISTORY OF FLIGHT On December 6, 2008, about 1630 eastern standard time, a Piper PA-44-180, N118TP, and a Cessna 172R, N369ES, collided in midair about 18 miles west of the Ft. Lauderdale Hollywood International Airport (FLL), Ft. Lauderdale, Florida. N118TP was owned by Airline Transport Professionals Corp of USA and was being operated under visual flight rules (VFR) as an instructional flight. N369ES was owned by Pelican Flight School and was being operated as a VFR instructional flight. Both airplanes were substantially damaged. The certified flight instructor (CFI) and the certificated commercial pilot aboard N118TP were both killed. The certified flight instructor and the certificated private pilot aboard N369ES were also killed. Both airplanes were operated under Title 14 Code of Federal Regulations (CFR) Part 91. Visual meteorological conditions prevailed at the time of the accident. Both airplanes were operating in the A-291B concentrated flight training area prior to the time of the accident. This area is depicted on the Miami sectional chart as (A- Alert) special use airspace. A-291B is in operation from 0600 to 2400. The flight altitude for this area is 0 to 3900 feet above ground level (agl), and there is no air to ground communications provided in this area. According to the owner of Pelican Flight School, the purpose of the Cessna's flight was to practice flight maneuvers prior to the private pilot taking his instrument checkride. Other instructors at the school stated that they heard their flight instructor in the concentrated flight training area A-291B, over frequency 123.45 making position reports. This is a frequency used by the flight schools in the local area when operating in A-291B; flight instructors often use this training area for students. They recalled that the Cessna's pilot reported that he was "North Perry training area, this is a Cessna 172 holding at FRDDY at 2000 feet." No other radio transmissions were heard from the Cessna. According to the Airline Transport Pilot flight school personnel, the purpose of the Piper's training flight was to train the commercial rated pilot for his multiengine instructor certificate. Based on a report from the Airline Transport Pilot flight school, the airplane departed FLL to conduct a local training flight. There have been no reports of any radio transmissions from the Piper, while in the training area A-291B. According to instructors at the Airline Transport Pilot flight school they were familiar with the 123.45 frequency. Radar information provided by Federal Aviation Administration (FAA) Air Traffic Control (ATC) personnel indicates that the Cessna was on a 210-degree course magnetic, and was tracking at a speed of 86 knots. The Piper was on a course of 160 degrees magnetic, and was tracking at a speed of 126 knots. Both airplanes converged on the same position, and the collision occurred at about 2,000 feet above ground level (agl), north of the FRDDY intersection. PERSONNEL INFORMATION Pilots of N369ES CFI (right seat) The instructor in N369ES, age 25, held a certified flight instructor certificate, with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane. His certificate was issued on July 7, 2007. He held a first-class medical certificate issued on March 19, 2008. At the time of the accident, he was employed by Pelican Flight School as a flight instructor. The pilot indicated on his last application for the first-class medical certificate that he had accumulated 816 total flight hours. Pilot receiving instruction (left seat) The pilot receiving instruction, age 30, held a private pilot certificate, with a rating for airplane single-engine land. His certificate was issued on January 18, 2002. He held a second-class medical certificate issued on August 22, 2006. A review of the pilot's logbook disclosed that he had logged 179 total flight hours. Pilots of N118TP CFI (left seat) The instructor in N118TP, age 21, held a certified flight instructor certificate, with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane. His certificate was issued on November 10, 2007. He held a first-class medical certificate issued on December 6, 2007. A review of the pilot's logbook disclosed that he had logged 920 total flight hours. At the time of the accident, the certified flight instructor was employed by Airline Transport Pilot flight school as a flight instructor. Pilot receiving instruction (right seat) The pilot receiving instruction, age 37, held a certified flight instructor certificate, with ratings for airplane single-engine airplane land and instrument airplane. His certificate was issued on April 28, 2006. He held a second-class medical certificate issued on December 11, 2006. The pilot indicated on his last application for the second-class medical certificate that he had accumulated 1,156 total flight hours. AIRCRAFT INFORMATION Cessna 172R The airplane was manufactured in 1997 as a four-seat, high-wing airplane with fixed tricycle landing gear and powered by a Lycoming IO-360-L2A, 160-horsepower engine. Review of the aircraft logbook disclosed that an annual inspection was conducted on September 2, 2008, at a tachometer time of 3,182.1 hours. The last 100-hour inspection was conducted on November 6, 2008, at a tachometer time of 3,273.5 hours. Piper PA-44-180 The airplane was manufactured in 1979 as a four-seat, low-wing airplane with retractable tricycle landing gear and powered by a Lycoming LO-360-F1A6D, 180-horsepower engine on the right side. The left side engine was an O-360-E1A6D, 180-horsepower engine. Review of the aircraft logbook disclosed that an annual inspection was conducted on November 28, 2008, at a tachometer time of 7,719.4 hours. METEOROLOGICAL INFORMATION The reported weather at North Perry Airport, located about 5 miles east of the accident site, at 1553, was: wind from 230 degrees at 11 knots; visibility 10 miles; sky clear; temperature 26 degrees Celsius; dew point 16 degrees Celsius; altimeter 30.03 inches of mercury. WRECKAGE AND IMPACT INFORMATION The Cessna airplane came to rest inverted in approximately 3 feet of water in the Everglades National Park. The right wing had separated and was located approximately 100 feet east of the main wreckage. The Piper also came to rest in approximately 3 feet of water in the park. Both airplanes were located approximately 18 miles west of FLL. The distance between both airplanes was 2,463 feet. The Cessna was on a 229-degree magnetic bearing, and the Piper was on a magnetic bearing of 140 degrees. Cessna 172R Examination of the Cessna disclosed that it had numerous paint transfer marks. The left side of the fuselage had several marks just aft of the cabin door. The vertical stabilizer leading edge had blue and red transfer marks approximately 3 feet in length, from the base toward mid-span. The right wing leading edge had red transfer marks near the tip. The Piper was painted a white base, with red and blue stripes and a solid blue tail. The fuselage was substantially damaged by impact with the terrain. The firewall was pushed aft into the cockpit. The door frames and cabin skins were buckled. The empennage was bent over to the right, approximately 90 degrees. The instrument panel was fragmented. No instruments or avionics were observed. The circuit breakers centers were missing. The nose gear piston and barrel were straight. The top of the barrel was bent just below the upper attach fitting. All flight controls were found attached or partially attached to their joining surfaces. The left elevator weight was damaged and separated. Flight control cable continuity was confirmed. Several cables were separated and exhibited a condition consistent with tension overload. The left wing remained partially att