On May 12, 2019, a Beech V35 was destroyed when it was involved in an accident in Lake Michigan about four miles west of Frankfort, Michigan. The commercial pilot and student pilot passenger died in the crash.
The pilot was the owner of Evergreen Exploration, a small copper mining company in Howell, Michigan, and the passenger was his employee. According to FlightAware, the airplane departed Livingston County Spencer J. Hardy Airport (KOZW) in Howell, Michigan, at 1555 on the afternoon of the accident, and arrived at Ontonagon County-Schuster Field (KOGM) in Michigan at 1757. The airplane was on the ground for 43 minutes. It departed KOGM at 1840, en route to Custer Airport (KTTF), in Monroe, Michigan. FlightAware data indicated the airplane was at 7,000 feet and 160 mph over Lake Michigan.
According to the FAA, the pilot contacted Minneapolis Air Route Traffic Control Center (ARTCC) about 1840, and was cleared to KTTF.
At 1942 the pilot reported an “engine failure.” He was given the positions of Manistee County-Blacker Airport (KMBL) and Frankfort Dow Memorial Field (KFKS). The pilot advised he would divert to KFKS. He was given a heading of 100° and cleared direct to KFKS. He was also given the current KFKS automated weather.
At 1943, the pilot reported the shoreline in sight. He was cleared to descend to 2,700 feet, the minimum safe altitude for the area, “at pilot’s discretion.” The pilot requested that emergency equipment stand by.
At 1945, ARTCC requested his altitude. He reported he was at 3,800 feet. At 1946, he reported he was at 3,300 feet, and at 1947 he reported he was at 1,800 feet. This was the last radio contact with the plane.
FlightAware continued to track the aircraft until 1949, when it was about 4 nm west of KFKS at an altitude of 700 feet and at an airspeed of 77 knots.
The U.S. Coast Guard conducted a search of Lake Michigan for the missing airplane in the area of its last radar contact. Based on buoy readings, water depth in that area was 600 feet, and the water temperature varied between 39° and 42°F. The Coast Guard suspended the search two days after the accident.
On May 22, Michigan State Police located the airplane wreckage at a water depth of 540 feet using a remotely operated underwater vehicle (ROV). The Michigan State Police Marine Services Team observed the airplane listing slightly to the left and the nose buried in sand and silt. All of the windows were in place, and the cabin door was open.
The passenger was recovered. The pilot was not located and the airplane was not recovered.
Probable Cause: A loss of engine power for reasons that could not be determined based on the available information.
Crossing the lake with the extremely cold water temperature is a clear risk acceptance here. It makes survival impossible even if the ditching were successful. The many legs makes fuel status an unanswered question too. Tough conditions for a single-engine operation.
This May 2019 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
Based on water temperature, Coast Guard air crew are required to wear survival/immersion suits all be 2-3 weeks of a normal year. Without that, only a proper life raft, if it can be deployed and boarded after a water landing, would give one a fighting chance against the cold of northern Lake waters.
I knew the pilot years ago and at least at that time he certainly would have chosen the direct path. I also would bet, as the condition of the plane indicates, he would have made a successful landing in the water.
What It teaches is that even relatively warm Lake Michigan is deadly in minutes. In the water they would have been conscious for about 7 minutes, the Coast Guard was at least about 30 min. out, despite being “enroute” two minutes after the reported engine failure.
Those of us that fly around and over the big lakes should understand that the Coasties will do all they can but, We have to help them with the choices we make.
Is that normal ATC instruction? He was “cleared to descend”. Who cares, he has engine failure. Aren’t you supposed to treat it like the emergency that is is and stick with best glide all the way to the landing?
Easy there, Gary.
Short answer yes, obviously. But he was just too far from shore.
One possible explanation. With this clearance the controller let the pilot know there was no one below him, no one near him and he was on his own. Perhaps a way of saying, good luck sir, while maintaining professional radio discipline. I wonder what the controller’s voice tone was on that transmission. Maybe his usual, maybe not.
An overland route via Mackinac would have been an additional 75 miles or so for the flight … bummer.
Over a large body of water DO NOT DESCEND UNTIL IN POWER OFF GLIDING RANGE OF SHORE.
Even in a 300 KING AIR at FL200 I get nervous if I can’t see the shore line.
Going around the Southside of Lake Michigan can add years to your life.