Cessna 402

Findings and Probable Cause:
- Aircraft overweight. Pilot did not determine if the aircraft was within operating limitations. The aircraft’s weight was estimated to be 941 lbs over the maximum allowable takeoff weight. The weight of the un-recovered bag was not added to the weight and balance calculations. The center of gravity was estimated to be 4.4 inches aft of the maximum aft allowable center of gravity envelope).
- Pilot Unqualified. Pilot was not qualified under Part 135 for the aircraft in which he was flying.
- Documents Falsification. Pilot falsified logbook to reflect more flight time than he actually had accumulated. Review of pilot logbook revealed in several instances, pilot added as much as 1,000 hours to his total flight and multi engine times. Hundreds of day and night landings were falsified to meet qualification requirements. Pilot falsified aircraft information (types and registration numbers) reporting them to be Cessna C402 aircraft, when FAA database clearly lists the aircraft in question as aircraft other than Cessna C402. Pilot may not have completed a weight and balance report. (No evidence existed that showed he had completed a load manifest or weight and balance and performance calculations). Pilot failed to comply with prescribed Weight and Balance and Performance limitations in Pilot’s Operating Handbook. (The aircraft’s weight was estimated to be 941 lbs over the maximum allowable takeoff weight. The weight of the un-recovered bag was not added to the weight and balance calculations. The center of gravity was estimated to be 4.4 inches aft of the maximum aft allowable center of gravity envelope)). Pilot may not have followed “before takeoff” checklist in Pilot’s Operating Handbook.
- Fuel Selectors: “Left Engine – Left Main Tank, Right Engine – Right Main Tank”. Field investigation immediately following the accident revealed both fuel tank selectors were found selected to the right main tank. The left fuel valve was found in the left position, though the cable was separated from the valve. Impact damage may have changed the pre-impact settings, thereby rendering the observed positions as unreliable.
- Aircraft Flight Controls (secondary control surfaces – trim tabs) were found to be out of normal range required for takeoff. The aileron trim tab was found selected all the way to the right. The rudder trim tab was found selected to the left and the elevator trim tab was found in the full nose down position. Impact damage may have changed the pre-impact settings, thereby rendering the observed positions as unreliable.
- According to Pilot’s Operating Handbook (POH) normal takeoff is 0˚ flaps. (The flap selector handle was selected to 15˚with the indicator at approximately the 15˚position. The wing flap push rods were bent, indicating partial extension at impact).
- Blackhawk International Airways was not authorized to assign this pilot as a pilot in command because they did not have the authority to use a second pilot. Blackhawk International Airways was authorized as a single pilot operation with Mr. Gilbert Chacon as the only authorized pilot.
- Blackhawk International Airways reportedly hired Mr Morales two days prior to the fatal accident, although they did not have the authority to use a second pilot. Further, they did not exercise due diligence in ensuring pilot’s qualification prior to assigning duty as pilot in command.
- There were no FAA reports of any enforcement actions or service difficulty reports against the fatal aircraft. However, the FAA did report four administrative actions against Blackhawk, three for technical violations and the most recent for maintenance failures. The agency issued a correction letter April 28, 2000, citing Blackhawk's failure to comply with manufacturer recommended maintenance programs and FAA programs for its aircraft's engines or other parts, Blackhawk failed to have a person in charge of maintenance with an appropriate certificate and used unsanctioned techniques and equipment for repairs.
- Results of disassembly report confirms that no discrepancies existed that would have precluded normal operation of both left and right engines prior to impact.
- Forensic Report showed traces of benzoylegonine (a metabolite of cocaine) in the urine and traces of ethanol in the stomach contents of the pilot.
- On July 7, 2001, Morales was arrested by the Broward Sheriff's Office in an area of Pompano Beach known for drug sales. A deputy who pulled over Morales' 1993 Volkswagen Fox for running a stop sign said he found pieces of crack cocaine and other paraphernalia in the car. According to the deputy, Morales said he was in the area to buy powder cocaine for a friend.
- In November 2000, Morales was arrested by Fort Lauderdale police after he tried to "return'' $345 worth of stolen aviation parts to a local distributor. Instead of giving Morales cash, store employees called police, who were investigating a string of airplane burglaries. Mr. Morales was charged with dealing in stolen property after detectives found that a receipt in his bag belonged to the burglary victim who actually bought the parts. An additional charge of grand theft was tacked on when detectives recovered other stolen items.

The pilot's improper decision to waive the wake turbulence hold time, and his subsequent loss of control when wake vortex turbulence was encountered.

The loss of control due to a jammed trim tab, which resulted from the failure of maintenance personnel to properly secure the trim tab actuator rod when installing a replacement elevator.

The pilot's failure to maintain a stabilized approach with an adequate vertical and lateral track. Also causal was his failure to maintain obstacle clearance.

Engine failure for unknown reasons.

The airplanes entry into an uncontrolled descent for undetermined reasons from which it crashed into the ocean.

Controlled flight into terrain after the crew decided to continue the descent under VFR mode in IMC conditions. It was reported that both pilots have the qualifications for IFR flight but were never trained to fly in such conditions.