CEN18FA358

The commercial pilot and three passengers departed on a cross-country flight in a twin-engine airplane. As the flight neared the destination airport, the pilot canceled his instrument flight rules (IFR) clearance. The approach controller transferred the flight to the tower controller, and the pilot reported to the tower controller that the airplane was about 2 miles from the airport. However, the approach controller contacted the tower controller to report that the airplane was 200 ft over a nearby joint military airport at the time. GPS data revealed that, when pilot reported that the airplane was 2 miles from the destination airport, the airplane's actual location was about 10 miles from the destination airport and 2 miles from the joint military airport. The airplane impacted a remote wooded area about 8 miles northwest of the destination airport. At the time of the accident, thunderstorm cells were in the area. A review of the weather information revealed that the pilot's view of the airport was likely obscured because the airplane was in an area of light precipitation, restricting the pilot's visibility. A review of airport information noted that the IFR approach course for the destination airport passes over the joint military airport. The Federal Aviation Administration chart supplement for the destination airport noted the airport's proximity to the other airport. However, it is likely that the pilot mistook the other airport for the destination airport due to reduced visibility because of weather. The accident circumstances were consistent with controlled flight into terrain. The ethanol detected in the pilot's blood specimens but not in his urine specimens was consistent with postmortem bacteria production. The carbon monoxide and cyanide detected in the pilot's blood specimens were consistent with inhalation after the postimpact fire.

The Federal Aviation Administration (FAA) chart supplement for DTS noted, in the remarks section, the following: exercise extreme vigilance due to close proximity to Eglin AFB located 6 nautical miles northwest of the airport. Additionally, the instrument approach course for DTS runway 14 (the intended runway for landing) crossed VPS. VPS is a joint-use facility with Eglin AFB. The FAA chart supplement for VPS noted, in the remarks section, a statement about DTS location. On August 30, 2018, about 1030 central daylight time, a Beechcraft B60 airplane, N1876L, impacted terrain near Fort Walton Beach, Florida, during a planned approach to Destin Executive Airport (DTS), Destin, Florida. The commercial pilot and three passengers were fatally injured, and the airplane was destroyed. The airplane was registered to and operated by Henry Leasing Company LLC as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed at the time of the accident, and an instrument flight rules (IFR) flight plan had been filed for the cross-country flight, which departed Toledo Executive Airport (TOL), Millbury, Ohio, about 0747. A review of air traffic control communications revealed that the pilot was in contact with the Eglin Air Force Base (AFB) approach controller, who contacted the DTS tower controller at 1028 to report that the an IFR flight was inbound at 12 miles to the northwest. As the airplane approached the destination airport, the pilot canceled his IFR clearance and proceeded under visual flight rules (VFR). The approach controller contacted the DTS tower controller at 1031 to advise that the airplane was operating under VFR. Also at 1031, the DTS tower controller contacted the pilot and asked for the airplane's position. The pilot responded, "we're about 2 out for [runway] 1-4," which was the last communication received from the pilot. GPS data recovered from a portable onboard unit showed the airplane's track as it approached DTS. The last data point, at 1032, indicated that the airplane was at an altitude of 489 ft and a ground speed of 118 knots. At 1033, the approach controller asked the tower controller if the airplane had Eglin AFB and DTS in sight, and the tower controller responded that the pilot reported that the airplane was 2 miles out. The approach controller then stated that the airplane was 200 ft over Eglin AFB. The tower controller tried to contact the pilot, but the pilot did not respond to these transmissions. The airplane wreckage was located in a remote wooded area about 8 miles northwest of DTS and 2.5 miles northwest of Destin-Fort Walton Beach Airport (VPS), Eglin AFB, Florida. Figure 1: GPS Track The Defense Health Agency, Armed Forces Medical Examiner System, Dover AFB, Delaware, conducted an autopsy on the pilot. His cause of death was multiple injuries. Toxicology testing by the Armed Forces Medical Examiner System identified carbon monoxide, cyanide, and ethanol in the pilot'sblood specimens and losartan in the pilot's blood and urine specimens. Losartan is a prescription medication used to treat high blood pressure; the pilot had previously reported this drug to the FAA. The convective outlook for the day of the accident indicated a slight risk of general airmass-type thunderstorms over the route of flight and the accident site. The weather observations for VPS starting at 0855 and through 1023 indicated that lightning was observed in the distance south of the airport when a thunderstorm was reported in the terminal area. As the thunderstorm passed over VPS between 1023 and 1039, marginal VFR conditions were reported, but the remarks section indicated that visibility was estimated at 2 miles in likely heavy rain showers to the north and northeast, with defined thunderstorm cells noted 2 miles east and 4 miles west of the station moving northward. Restricted visibility conditions were in the general direction of the accident site. No strong gusting wind was noted during the period. The weather observations for DTS also noted lightning in the distance south and southwest from 0731 to the time of the accident. At the time of the accident, a short period of marginal VFR conditions were reported due to ceilings broken at 1,500 ft above ground level. Light precipitation was reported after the time of the accident, and no strong outflow wind or gusts were reported. The airplane impacted trees and the wreckage path was on about a 067° heading and 380 ft long. The airplane's nose cone was located near the initial impact point, and the left-wing-tip fuel tank and right outboard wing were near the beginning of the wreckage path. The right horizontal stabilizer and elevator were fragmented and located along the wreckage path. A tree limb, which was about 4 inches in diameter and had been cut as a result of the airplane's impact, was also in the wreckage path. The airplane came to rest inverted. A postcrash fire consumed most of the cabin and inboard section of the wings. Control continuity was established from the elevator bellcranks to the swaged ends in the cabin and from the rudder control surface to the torque tubes. The position of the landing gear and flaps could not be determined due to impact damage. Both engines had extensive impact and fire damage with the right engine located to the right of the main wreckage and the left engine located in front of the main wreckage. All four magnetos were destroyed by fire and could not be tested. The top set of spark plugs were removed, and the cylinders were examined using a borescope. The right engine fuel servo screen was clear of debris. The right engine turbocharger compressor would not rotate, but the blades exhibited damage consistent with rotation during operation. The left engines turbocharger compressor was unable to be examined because of extensive fire damage. Both three-bladed propellers had separated and were found next to their respective engines. The bladesexhibited twisting and impact damage. Although the examination of the airframe and engines was limited due to fire and impact damage, the parts examined revealed no preimpact abnormalities that would have precluded normal operation. A portable Garmin GPSMAP 496 unit was located in the wreckage. The unit, which had sustained impact damage, was sent to the NTSB's Vehicle Recorder Laboratory for download of its nonvolatile memory. Track log data were recovered for the accident flight.