STUART, FL, USA
N6744T
Cessna 310D
N51ML
Beech A36
The pilot of the Cessna 310 (N6744T) had been on a right base for runway 7, and at 1433:30, had at the Stuart tower controller's request, verified that it was the Cessna 310 that was turning on final for runway 7. At 1433:33 the controller cleared the pilot of the Cessna 310 to land on runway 7. Previously, the pilot of the Beech A-36 (N51ML) had requested from, and had been cleared by the Palm Beach Arrival Radar North Controller, to execute the global positioning system (GPS) instrument approach to runway 12 at Stuart, and the procedure had been coordinated with the local tower controllers at Stuart. Shortly thereafter however, the initial Palm Beach Approach controller was relieved, and the relieving approach controller issued the pilot of the Beech A-36 a visual approach clearance to Stuart, along with a radio frequency communications handoff to the Stuart (local) tower controller, which the pilot of the Beech A-36 accepted. However, no follow-up coordination had been conducted between the Palm Beach Approach controllers and the local tower controllers to advise that the Beech A-36 was no longer executing the GPS approach to runway 12. Meanwhile, the Beech A-36 was proceeding inbound to Stuart, from its present position, lining up with runway 7. During the same time period, in response to an inquiry, the local controller had become engaged in a conversation about operations near the airport, and the conversation, interspersed with other air traffic control instructions, limited communications contact, while the Cessna 310 and the Beech A-36 were proceeding inbound to the airport. At 1433:58 the pilot of Beech A-36 informed the local tower controller that he was on a 2 mile final for runway 7, and the local tower controller responded that the Beech A-36 had been expected to execute the GPS approach to runway 12. Shortly thereafter, the Cessna 310 and Beech A-36 collided with each other, in flight, in the traffic pattern, while both were approaching to land on runway 07 at Stuart. During the collision Cessna 310 incurred minor damage, but the pilot continued the approach, and landed safely at Stuart. After the collision, the pilot of Beech A-36 terminated the approach and proceeded to North County Airport, where he landed without further incident. Examination of Beech revealed that the left wing spar had been bent.
HISTORY OF FLIGHT On March 14, 2000, about 1435 eastern standard time, a Cessna 310D, N6744T, and a Beech 36, N51ML, both registered to and operated by private owners as Title 14 CFR Part 91 personal flights, collided in flight, in the traffic pattern, while approaching to land on runway 07 at Witham Field, Stuart, Florida. Visual meteorological conditions prevailed, and no flight plan was filed for N6744T. An instrument flight rules flight plan was filed for N51ML. The private-rated pilot, the sole occupant of N6744T was not injured, and the aircraft incurred minor damage. The private-rated pilot and pilot-rated passenger in N51ML also were not injured, and the aircraft incurred substantial damage. N6744T originated about 1410, from Lantana, Florida, and N51ML originated from Lakeland, Florida, about 1330. The pilot of N6744T stated that he had departed from Lantana Airport, en route to Stuart Airport for fuel, and had been at an altitude of 1,200 feet, 10 NM south of Stuart Airport, when he contacted Stuart tower, and gave his position, location, and announced his intentions to land at Stuart. He said, he was then instructed to plan a 4-mile right base leg for runway 7, and he called Stuart tower at the 4-mile point, and was cleared to land on runway 7. He said he then turned the aircraft to the final approach course, performed the before landing checklist, and shortly thereafter, heard a very loud sharp bang. He said he then checked his engine instruments, which were all "ok," scanning as much of the aircraft as he could see. He said he saw no damage, and the aircraft performed normally. He then made a normal landing, and taxied to the fixed base operator, where he discovered the damage to the aircraft's left tip tank. The pilot of N51ML stated that about 7 miles from Stuart Airport, he had advised the approach controller that he had the airport in sight, and had been cleared for the visual approach, and told to contact the tower controller. He said that the approach controller had not given him any traffic advisories, and that he had tried repeatedly to contact the tower, but had been unable to do so due to the communications traffic which was on the frequency at the time. The pilot said he had listened to the AWOS, and he knew that runway 7 was in use, and he made a communications transmission on the tower frequency stating, " 51ML at the interstate, (a landmark for runway 7) inbound for landing on runway 7." He said there had still been no contact from the tower, and shortly thereafter, at about 3 miles from the runway, there was an impact on his left wing. He said at the time of the impact, he heard a muffled sound, but saw no other aircraft, or other object that he might have collided with. He said that after his aircraft's engine was operating normally, and the aircraft was completely controllable. He said that finally the tower made a communications broadcast stating, " aircraft at interstate advise," and he responded stating that he was executing a 360-degree turn, to reenter for runway 7. The pilot of N51ML said that the tower controller acknowledged his transmission, and told him to follow a Cessna 310 on final approach. He said he then decided to proceed to North County Airport (F45), his home airport, and he advised the tower, and proceeded on course. He said that after he landed the aircraft, he examined the airplane and saw that the left wing had been damaged. According to the pilot, he then telephoned the manager at Stuart Airport, who advised him that he had collided with a Cessna 310. The local controller at Stuart stated that about 1429, twin Cessna 44T called Stuart tower, reporting that he was 10 miles south at 1.2 and landing at Stuart. The local controller further stated that he instructed the 44T to report a right base leg for runway 7. He said that at about 1433, he heard a loud squeal followed by "on a 5 mile final straight in for runway 7." The local controller said that his next communications transmission was, "who said straight in for seven?" The local controller said that it was Bonanza 51ML over the interstate, and about 3 seconds later N44T said, "4 mile base for 07." The local controller said he was looking for both aircraft, and saw the twin Cessna turning right for final to runway 07. The local controller said that at the same time, the ground controller said that he saw 2 airplanes. The local controller said that he saw the Bonanza, and it appeared to be in a right turn, so he instructed N51ML to continue a right 360 turn back on to final for runway 7, and further stated that he was number two to land following the twin Cessna on final. He said that N6744T landed on runway 7, and taxied to the ramp. He said that N51ML was about a 1 mile final for runway 7, and advised, "SUA tower, you can cancel our IFR, we will break off to the right and go to F45, (North County Airport, West Palm Beach)" The local controller stated that he then said "roger, right turn approved, squawk 1200, and I will see you." The ground controller at Stuart stated that he heard the BE36, N51ML report on the final for runway 7, and he looked over to see if he could spot the aircraft for the local controller. He said he observed the aircraft about 3 miles on the final approach, and it appeared to be behind the Cessna 310, and slightly higher. The ground controller said he pointed N51Ml out to the local controller, and resumed working the ground control position. He said he did not continue to observe the aircraft, and he did not see the collision. PERSONNEL INFORMATION Records obtained from the Federal Aviation Administration showed that the pilot of N6744T held a commercial pilot certificate, with airplane single engine land, airplane multiengine land and instrument airplane ratings, last issued on February 17, 1953. He held a third class medical certificate last issued on May 21, 1998, with no limitations. Information supplied by the pilot, showed that he had accumulated 10,562, with 1,121 in this make and model, and had flown 8.4 hours in the previous 90 days. The pilot of N51ML held a private pilot certificate, with airplane single engine land, multiengine land, and instrument airplane ratings, last issued on September 9, 1990. He held a third class medical certificate, issued on October 16, 1998, with the limitation that he "must wear lenses for distant, and possess glasses for near vision." Information supplied by the pilot showed that he had accumulated 5,305 total flight hours, with 400 in this make and model, and had flown 36 hours in the previous 90 days. The initial controller at West Palm Beach was hired by the FAA after attending the FAA Academy, and was certified on the north departure radar position on January 18, 2000. He is medically certified as a controller without waivers or limitations, with his last physical was during the middle of December 1999. For additional information, please refer to the ATC Group Chairman Report, provided as an attachment to this report. The relieving controller at West Palm Beach was a tower and radar controller in the U. S. Navy. He is a pilot who maintains his currency and has about 6,000 hours of logged time. He has commercial, instrument and multi-engine ratings, and is medically certified as a controller with a waiver for eyeglasses to correct both near and distant vision. His last physical was on March 2, 1999. For additional information, please refer to the ATC Group Chairman Report, provided as an attachment to this report. The local controller at Stuart is a full-time employee of Robinson Van Vuren. He was hired by the company on August 12, 1996 and was fully certified on all positions on September 5, 1996. He is medically certified as a controller with a waiver for eyeglasses to correct near and distant vision. His last physical was on December 16, 1999, when he applied for a job with the FAA. He was hired by RobinsonVan-Vuren on August 12, 1996, and has a total of about 26 years of ATC experience. For additional information, please refer to the ATC Group Chairman Report, provided as an attachment to this report. AIRCRAFT INFORMATION N6744T is a 1960 model Cessna 310D, serial number 39044. At the time of the accident, the aircraft's total flight time was 5,840.3 hours. The aircraft received and annual inspection on October 7, 1999, 23.7 flight hours before the accident. The aircraft is equipped with two 260-horsepower Continental IO-470D engines, with serial numbers C510533420 and C1052909. N51ML is a 1997 model Raytheon Aircraft Company BE36, serial number E-3105. At the time of the accident, the aircraft's total flight time was 393 flight hours. The aircraft received an annual inspection on September 9, 1999, 61 flight hours before the accident. The aircraft is equipped with a 300 horsepower Continental IO-550Bengine, serial number 682627. The engine was the original engine, had not been overhauled, and had accumulated 393 total flight hours. METEOROLOGICAL INFORMATION Visual meteorological conditions prevailed at the time. The Palm Beach 1453 surface weather observation was, wind from 090 at 14 knots, visibility 10 statute miles, 3,700 scattered, ceiling 10,000 broken, temperature 73 degrees F, dew point temperature 55 degrees F, altimeter 30.13 inHg. COMMUNICATIONS According to the FAA Air Traffic Control (ATC) transcript of communications, the pilot of N51ML had been handed off to Palm Beach Approach Control from the R45 radar sector controller. At 1420:37, the pilot made initial radio communications contact with the arrival radar north controller by advising, "...descending through forty five hundred four thousand and requesting the g p s to runway twelve at Stuart." The controller instructed the pilot to contact the departure radar north controller. At 1421:03, the pilot again contacted the facility, and advised the controller of the altitude he was descending to, and requested the g p s approach to Stuart. At 1421:12, the controller acknowledged the call, issued the Palm Beach altimeter and advised the pilot to expect vectors for the approach. At 1421:37, the radar controller then called the Stuart tower and coordinated N51ML inbound to the airport by advising, "...he is thirty miles west for the g p s runway one two approach," and the controller at Stuart acknowledged the inbound information. At 1426:00, the radar controller was relieved. At 1428:26, the pilot of N51ML was instructed, "...descend and maintain two thousand report the ah Stuart Air Park in sight." The pilot acknowledged. At 1428:54, the radar controller amended the altitude to two thousand five hundred and the pilot acknowledged. At 1431:03, the pilot advised, "...we have the airport in sight." At 1431:06, the controller replied, "...cleared for the visual approach into the Stuart Air Park you have one target at twelve o'clock five miles ahead northbound at three thousand should be no factor service terminated call the tower one two six point six unintelligible)." At 1431:16, the pilot acknowledged the frequency change. At 1428:58, the pilot of N6744T made initial radio contact with the local controller at the Stuart tower. After receiving an acknowledgement the pilot advised, "...four four tango is ten south at one point two landing Stuart." At 1429:08, the local controller instructed, "...report a four mile right base leg for runway seven." The pilot acknowledged the instruction. At 1431:54, in response to an inquiry, the local controller was engaged in a conversation regarding operations near the airport. Interspersed with other control instructions, this conversation ended at 1432:49. At 1433:00, a transmission from the pilot of N51ML was partially garbled while advising, "...five mile straight in for seven." At 1433:10, the local controller replied, "who said straight in for seven." At 1433:13, the pilot of N51ML transmitted, "I said that was Bonanza five one mike lima over the interstate." At 1433:17, the pilot of N6744T advised, "four four tango is four mile base for zero seven." At 1433:20, the local controller replied, "ok the twin Cessna four four tango ok and ah I think you're ah goin' through the ah final for runway seven right now is that correct." At 1433:30, the pilot replied, "roger I'm turning final (unintelligible) now." At 1433:33, the local controller replied, "ok four four tango I have you in sight you're cleared to land runway seven the other traffic called straight in for seven gimme the call sign one more time and you're gonna be number two looking for a twin Cessna right in front of yah the traffic that called Stuart for a straight in to seven I missed your call sign." At 1433:58, the pilot of N51MT replied, "that was (unintelligible) five one mike lima we're coming up now on a two mile final for seven." At 1434:01, the local controller replied, "ok I thought you were shooting the ah g p s to twelve approach five one mike lima." The pilot replied, "negative sir Palm Beach ah cleared us for the visual for runway seven." At 1434:10, the local controller transmitted, "well they told us g p s to twelve so that's the confusion you're number two to land you're gonna have to do the you're doing the right three sixty." The pilot responded that he was. At 1434:18, the local controller replied, "ok continue with the right three sixty you're number two behind a twin Cessna." The pilot acknowledged. At 1434:56, the pilot of N51ML inquired, "and tower verify for five one mike lima to roll out on final for runway seven." At 1435:00 the local controller replied, "Bonanza five one mike lima affirmative number two you're cleared to land the Cessna is on a one mile final." The pilot acknowledged the landing clearance. At 1436:57, the pilot of N51ML advised, "you can go ahead and cancel our I F R we're gonna go and divert southbound going to foxtrot forty five [airport identifier]." At 1437:02, the local controller acknowledged the request. AIRPORT INFORMATION The Stuart Whitman Field Airport elevation is 18 feet mean sea level. The airport has runways 12/30, 16/34 and 07/25. Runway 12/30 is 5,826 feet long and 100 feet wide. Runway 07/25 is 4,652 feet long and 100 feet wide. All runways are comprised of asphalt. The control tower is manned from 0700 to 2000 local on a daily basis. There is an AWOS on the airport. There is no Class D airspace. Stuart air traffic control tower is a federal contract facility operated by Robinson Van-Vuren & Associates. Traffic count for calendar year 1998 and 1999 was 100,151, and 118,567 operations respectively. There is no radar on the airport, and at the time of the accident, the tower was located on a hangar on the south side of the airport. For additional airport and airspace information, please refer to the attached Air Traffic Control Group Chairman's Factual Report. WRECKAGE AND IMPACT INFORMATION According to the pilot of N6744T, his aircraft's left 100-gallon wing tip tank was destroyed. The pilot of N51ML stated that his aircraft sustained damage to the left leading edge, left wing tip, and underside of the left wing. TESTS AND RESEARCH Air traffic control procedures are contained in FAA Order 7110.65, "Air Traffic Control", and are supplemented by local standard operating procedures. Air traffic control procedures between the Stuart Federal Control Tower (FCT) and the West Palm Beach TRACON are contained in a Letter of Agreement (LOA). After the accident, the air traffic manager at West Palm Beach implemented additional coordination procedures between the two facilities.
the failure of both pilots to maintain an adequate visual lookout, resulting in both airplanes colliding in flight. Contributing to the accident were: 1) inadequate approach/departure control service by ATC approach/departure personnel, and the failure of the radar approach controller to advise the local tower controller of the change in approach procedure for N51ML; 2) the excessive and extraneous radio communications by the local controller which prevented both pilots from providing timely position information during the critical period prior to the midair collision.
Source: NTSB Aviation Accident Database
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