Goodyear GZ-20A accident near Coral Springs, Florida, June 16, 2005
On June 16, 2005 at about 10:42 pm local time, a Goodyear GZ-20A (airship), registered N1A, was substantially damaged in an accident near Coral Springs, Florida (Pompano Beach Airpark airport). It was an other work-use flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate in-flight planning/decision which resulted in an in-flight encounter with weather (thunderstorm outflow), and downdrafts, loss of control and subsequent collision with trees and transmission wires.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 16, 2005 · about 10:42 pm local time
- Place
- Coral Springs, Florida · Pompano Beach Airpark · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Goodyear GZ-20A
- Registration
- N1A · registry record · serial 4116
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that, at approximately 1725, he was two miles northwest of the airship's base at Pompano Beach Airpark when the isolated showers in the area "appeared to be strengthening." The pilot intended to land as soon as possible, then he saw lightning in the area and decided he did not want to expose the ground crew to the risk of a lightning strike. The pilot decided to fly the airship out of the area to wait for the storms to pass. The airship was equipped with a weather radar system that was capable of scanning an approximate 45-degree arc, and the pilot maintained radio communication with the chief pilot at the base, who monitored area weather radar and provided updates. The pilot stated the weather deteriorated rapidly, and the airship encountered "heavy rain, lightning, and severe outflow and downdrafts." The pilot stated the airship became "unable to climb, make headway, or maintain directional control," and at one point the airship was "being pushed backward and down at full-power climb." The pilot's efforts to regain full control of the airship were unsuccessful, and the airship struck trees, power lines, and the ground. The pilot reported no mechanical malfunction of the airship. A review of recorded weather data for Pompano Beach Airpark revealed at 1845 observations included a thunderstorm, heavy rain, and lightning distant all quadrants. A review of weather forecast data revealed Convective SIGMET 26E was issued at 1755 for an area that included the accident site and was valid until 1855. The Convective SIGMET included the following: Developing area of thunderstorms moving little, tops above FL [flight level] 450. A Miami Center Weather Advisory (ZMA CWA) was valid from 1735 until 1935 for an area that included the accident site. The CWA included the following information: An area of widely scattered level 4 and level 5 thunderstorms with moderate rain moving little, maximum tops to near FL 450, coverage increasing slightly through 1935. A review of the published FAA Approved Flight Limitations for the GZ-20A revealed the airship was certificated for operation in "extremely turbulent air: 20-30 ft/sec gust."
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; multi-engine sea; single-engine land; single-engine sea; instrument: airplane; rotorcraft: airship
- Flight time: 4,446 hours in all; 4,130 in this make and model; 123 in the last 90 days; 42 in the last 30 days; 4,172 as pilot in command; 144 on instruments
- Last flight review: April 1, 2005
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 32,101.7 hours
- Last inspection: 100-hour inspection, June 1, 2005; 20 hours since
- Maximum gross weight: 12,333 lb
- Seats: 7
- Landing gear: fixed
- Engine 1: Continental IO-360-D (piston); 0 hours total
- Engine 2: Continental IO-360-D (piston); 0 hours total
The flight
- Departed from: KPMP Pompano Beach FL at 7:30 pm
- Flight plan: none
Weather at the time
- Light: dusk
- Wind: from 135° at 50 knots, gusting 60
- Visibility: 3 statute miles
- Temperature: 82°F (28°C), dew point 77°F (25°C)
- Altimeter: 29.80 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.