Destin, FL, USA
N2735A
CESSNA 414
The instrument-rated commercial pilot departed from an airport adjacent to the Gulf of Mexico with an instrument flight rules clearance for a cross-country flight in dark night, visual meteorological conditions. The flight continued in a south-southwesterly direction, climbing to about 900 ft over the gulf, where it entered a steep right turn. The airplane then descended at a steep rate and impacted the water in a nose-low attitude. Postaccident examination of the recovered wreckage, including flight controls, engines, and propellers revealed no evidence of preimpact failure or malfunction. While the outlet fuel line from the left auxiliary fuel pump was found separated and there was evidence that the B-nut was loose and had been only secured by the first 2 threads, recorded data from the engine monitor for the flight revealed no loss of power from either engine. Therefore, the final separation likely occurred during the impact sequence. Although the accident pilot was instrument rated and had recently completed instrument currency training, the dark night conditions present at the time of the accident combined with a further lack of visual references due to the airplane's location over a large body of water, presented a situation conducive to the development of spatial disorientation. The pilot had been instructed by air traffic control to turn southwest after takeoff; however, the continuation of the turn past the intended course and the airplane's steep bank angle and excessive rate of descent are consistent with a loss of control due to spatial disorientation.
HISTORY OF FLIGHTOn August 2, 2016, about 2025 central daylight time, a Cessna 414A, N2735A, was destroyed when it impacted the Gulf of Mexico shortly after takeoff from Destin Executive Airport (DTS), Destin, Florida. The commercial pilot was fatally injured. The airplane was privately owned and operated under the provisions of Title 14 Code of Federal Regulations Part 91. Dark night visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the personal flight, which was destined for Abbeville Chris Crusta Memorial Airport (IYA), Abbeville, Louisiana. Earlier on the day of the accident, the pilot flew one of the co-owners and several other individuals from IYA to DTS, where they landed between 1430 and 1440. Personnel at a fixed base operator (FBO) at DTS reported that, after arriving at DTS, the pilot told them he was going to the pilot's lounge to rest. Later, he borrowed a crew car from the FBO and obtained food, then returned to the FBO. At 2001, one of the pilot's sons spoke with his father; the conversation lasted about 6 minutes. Video from the FBO recorded the pilot walking to the airplane before departing on the accident flight. At 2014, the navigation and strobe lights illuminated briefly, consistent with engine start. Air traffic control information showed that the pilot contacted Eglin Clearance Delivery to obtain his IFR clearance at 2018:26. The controller provided the clearance and transponder code, which the pilot correctly read back; the controller subsequently instructed the pilot to hold for release. The airplane moved from its parking spot on the ramp about 2019, and at 2022:10, the pilot contacted Eglin Approach Control and advised that he was ready to depart from runway 14. The controller verified the runway, then advised the pilot to turn right on departure to a heading of 240°, and to climb and maintain 2,000 ft mean sea level (msl); the controller then released the airplane for takeoff. The pilot acknowledged, and at 2023:04, the pilot broadcast on the DTS common traffic advisory frequency (CTAF) that the airplane was departing from runway 14 and turning to a heading of 240°. In response to the pilot's takeoff announcement, the pilot of a helicopter flying eastbound along the coast reported on the CTAF that he was not a factor for the departing airplane. He then informed the pilot that he was 1 mile southwest of DTS on a left base for runway 32 and had the airplane in sight, to which the accident pilot communicated, "do appreciate that." There was no further communication from the accident pilot on the CTAF or Eglin Approach Control. A pilot who was preparing to depart for a local flight from DTS reported that he had a direct view of runway 14 as the accident airplane departed and that everything "looked and sounded normal." The pilot reported that, as the airplane passed his location, it was 50 to 100 ft above ground level in a "clean configuration." He reported there was nothing unusual or abnormal about the takeoff, and the only other activity in the airport traffic pattern was a tour helicopter. The pilot of the tour helicopter saw the accident airplane as it departed, and estimated that the airplane was between 200 and 300 ft at the departure end of the runway. It continued climbing over condominiums south of the airport to an estimated altitude of 1,000 ft. During his next two flights with passengers aboard, Eglin Air Force Base Approach Control contacted him via the DTS CTAF and asked if he had visual contact with the accident airplane; he reported that he did not. Primary and secondary radar returns recorded by Eglin Approach Control recorded several targets associated with the accident airplane. The first four, spanning from 2024:07 to 2024:22, had no associated altitudes but showed the airplane proceeding southeast on runway heading. The fifth radar return, at 2024:41, was located over water west of the extended runway centerline, also with no associated altitude. The next target depicted the airplane at a peak altitude of 900 ft msl and then entering a descending right turn, with the last target at 2025:01 at 300 ft msl on a westerly heading. The average calculated descent rate, rate of turn, and groundspeed between the last 2 radar returns was 4,800 ft per minute, 6.4° per second, and about 252 knots, respectively. Surveillance footage from a nearby building captured a portion of the flight. About 2024:43, a strobe reflection was noted on the surface of the water immediately adjacent to land. The strobe reflections on the water continued in a westerly direction for about 13 seconds, then the airplane came into view for about 3 seconds. During that time, the strobe light remained illuminated; however, the impact was not captured. Four witnesses on a beach near the accident site saw the airplane flying in a southerly direction, then enter a right turn; one witness described the airplane's wings as being "near vertical" during the turn. The airplane continued west, parallel to the shore, for a short time as it descended and then impacted the water at an approximate 45° angle. One of the witnesses indicated that the airplane appeared to roll to a wings-level position before it began descending. The pilot who had watched the accident airplane depart from DTS departed from the same runway about 10 minutes after the accident and reported the moon was not visible, and no stars were visible due to clouds. He reported that, as he initiated a right turn to the west after takeoff, there was a total lack of visual cues out the front windscreen, and he lost all visual references of the coastline over his left shoulder. He also reported that there were no visual references out the right side of the airplane during the first part of the turn, and it was only after about 45° of heading change that he began to see ground lights out the front windscreen. PERSONNEL INFORMATIONThe pilot, age 63, held a commercial pilot certificate with ratings for airplane single-engine land and sea, airplane multiengine land, and instrument airplane. His most recent time-limited Special Issuance Federal Aviation Administration (FAA) second-class medical certificate with a limitation to wear corrective lenses was issued on August 18, 2014; it was not valid for any class after December 31, 2015. The pilot was not issued a subsequent medical certificate. Family members reported that the pilot had over 15,000 total hours of flight experience, was in good health, and to their knowledge, was not taking any medication. They indicated he was in the process of obtaining a new medical certificate. He was a pilot for the co-owners of the airplane. According to records provided by SimCom, during a three-day period between July 22 and 24, 2016, the pilot obtained recurrent training at their Orlando, Florida facility. The training consisted of 2 hours each day in a multiengine simulator appropriate for a Cessna 421C, and differences training in the same simulator for the Cessna 414A. The ground training was scheduled for 3 hours each day and covered aircraft systems, including differences training for the Cessna 414A. During this period, the pilot also completed training in instrument flight procedures in the simulator, including two unusual attitude recoveries while in a descending Vne (velocity never exceed speed) condition, and two unusual attitude recoveries while in an ascending stall speed condition. He satisfactorily completed all training and was issued a completion certificate. AIRCRAFT INFORMATIONThe low-wing, retractable-gear Cessna 414A airplane, serial number 414A0463, was manufactured in 1980. It was originally equipped with two 310-horsepower Continental Motors TSIO-520-NB engines and McCauley constant-speed propellers, but was subsequently modified in accordance with (IAW) Supplemental Type Certificate (STC) SE4327SW-D, which allowed for operation to 335 horsepower at 38 inches manifold pressure at 2,700 rpm. The airplane was also modified IAW STC SA09971SC-D by installation of Hartzell three-bladed constant speed PHC-C3YF-2UF propellers. A review of the airframe maintenance records revealed the airplane's last static pressure system, altimeter, and automatic pressure reporting system tests were on January 23, 2015. The airplane's last annual inspection was completed on January 1, 2016. At that time, the airplane's total time was 6,202.7 hours. The airplane had accrued about 44 hours since the annual inspection. The co-owner who had flown with the pilot earlier in the day reported there were no airplane issues during the flight. After landing, there was no reported maintenance performed to the airplane. The airplane was serviced at DTS with 100 gallons of 100LL aviation fuel. Eight other aircraft were fueled from the same truck and there were no reported fuel-related issues; all postaccident samples were reported to be clear and bright. METEOROLOGICAL INFORMATIONThe 1953 automated surface observation at DTS reported wind from 330° at 5 knots, 10 miles visibility, and clear skies. The temperature and dew point were 29°C and 25°C, respectively, and the altimeter was 30.03 inches of mercury. Data from the GOES-13 infrared image at 2030 indicated scattered low to midlevel stratiform clouds. The radiative cloud top temperature corresponded to cloud tops near 5,000 ft. According to data from the US Naval Observatory for the accident site area, the end of civil twilight was 2005, and, at the time of the accident, the sun was 10.9° below the horizon at an azimuth of 298°. The moon set at 1931 and was more than 15° below the horizon with no illumination; dark nighttime conditions prevailed at the time of the accident. AIRPORT INFORMATIONThe low-wing, retractable-gear Cessna 414A airplane, serial number 414A0463, was manufactured in 1980. It was originally equipped with two 310-horsepower Continental Motors TSIO-520-NB engines and McCauley constant-speed propellers, but was subsequently modified in accordance with (IAW) Supplemental Type Certificate (STC) SE4327SW-D, which allowed for operation to 335 horsepower at 38 inches manifold pressure at 2,700 rpm. The airplane was also modified IAW STC SA09971SC-D by installation of Hartzell three-bladed constant speed PHC-C3YF-2UF propellers. A review of the airframe maintenance records revealed the airplane's last static pressure system, altimeter, and automatic pressure reporting system tests were on January 23, 2015. The airplane's last annual inspection was completed on January 1, 2016. At that time, the airplane's total time was 6,202.7 hours. The airplane had accrued about 44 hours since the annual inspection. The co-owner who had flown with the pilot earlier in the day reported there were no airplane issues during the flight. After landing, there was no reported maintenance performed to the airplane. The airplane was serviced at DTS with 100 gallons of 100LL aviation fuel. Eight other aircraft were fueled from the same truck and there were no reported fuel-related issues; all postaccident samples were reported to be clear and bright. WRECKAGE AND IMPACT INFORMATIONThe airplane crashed in the Gulf of Mexico in about 55 ft of water about 1.23 nautical miles and 191° from the departure end of runway 14 at DTS. According to one of the divers who assisted with recovery of the wreckage, the fuselage was inverted, and the bottom of the fuselage was torn away. The nose landing gear was extended. Both wings remained attached by the control cables, but the right wing was resting on the left side of the airplane. The left main landing gear was extended. The left engine and propeller remained attached to the wing; the right engine and propeller was separated from the wing but found in close proximity to the main wreckage. The aft fuselage/empennage, and horizontal stabilizer were later recovered. All recovered wreckage was taken to a secure facility for further examination. Examination of the fuselage revealed all structure forward of fuselage station (FS) 43.00 was not recovered. Both wings remained attached to the center section by the forward and aft attach points, and both spars of both wings were fractured at various locations with no evidence of preimpact failure or malfunction. No wing structure just outboard of the engine nacelles was recovered. There was no fire damage to any component of the wreckage. The vertical stabilizer, rudder, and rudder trim tab remained attached to the separated aft fuselage/empennage; the horizontal stabilizer was separated. The rudder counterweight was not located. The right horizontal stabilizer, elevator, and elevator trim tab were intact. The left horizontal stabilizer leading edge and inboard portion of the left elevator remained attached; the outboard portion of the left elevator from the center hinge was separated and not located. All rudder, elevator, and aileron flight control cables remained attached at their respective cockpit attach points. Aileron flight control cable continuity was confirmed from the cockpit to each wing aileron bellcrank through cable separations that exhibited either tensile overload or cut signatures, and a bent and fractured balance cable turnbuckle. Rudder and elevator flight control cable continuity was confirmed from the cockpit to the control surface bellcranks through cable separations that exhibited either tensile overload or cut signatures or bending overload of the aft left rudder bellcrank. The elevator push/pull rod was separated from the control surface yoke which was bent and fractured; no evidence of preimpact failure or malfunction was noted. Examination of the flap motor revealed the left and right flap chains had 3 pins from the sprocket, consistent with a flaps-retracted position. One cable for the right flap exhibited tension overload while the other cable was cut. The rudder trim actuator was extended 1.625 inches, consistent with a 10° tab trailing edge left deflection (left deflection limit is 17°). The elevator trim tab actuator was extended 0.750 inches, consistent with a 21° tab trailing edge down deflection (down limit is 21°). Examination of the left auxiliary fuel pump revealed that the outlet fuel line was not connected to the fitting on the pump, but the opposite end remained secured to the fuel selector valve. There were no fuel stains in the area of the auxiliary fuel pump. The line that was found separated at one end and the fitting were retained for further examination. The right auxiliary fuel pump was not located. The pilot's seat remained attached to its rails and the lap belt was buckled; the shoulder harness was not attached. The landing gear selector was in the up position, and the left and right auxiliary fuel pump switches were each in the off position. Close examination of the left engine fuel pump switch revealed it was displaced to the right, and a linear mark and smear was noted on the right ramp in the uppermost position. Examination of the right engine fuel pump switch revealed a slight linear mark on the right ramp in the upper most position. None of the filaments for the landing gear down and locked light bulbs were stretched. Examination of the throttle quadrant revealed that the left and right throttle controls were about 3/4 forward; however, the left was about 1/2 knob aft of the right. The left propeller control was about 1 inch forward of the decrease detent, while the right was about 3/4 full forward. The left mixture control was about 1/2 inch aft of full rich, while the right was full rich. Close examination of the throttle quadrant revealed no evidence of impact signatures of the levers or slots. The pilot's attitude indicator depicted an 80° right bank and approximately 40° nose-low attitude, while the co-pilot's attitude indicator depicted a 45° right bank and 30° nose low attitude. The suction gauge was off scale low and water was noted inside the instrument. The left engine remained attached by the front engine mounts. The mixture and throttle control arms were in the full forward position, while the propeller governor control arm was found in the mid-range position. The engine-driven fuel pump remained attached, and all of the fuel lines and fittings were intact. The
The pilot's loss of control due to spatial disorientation shortly after takeoff, while maneuvering over water during dark night conditions.
Source: NTSB Aviation Accident Database
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