# NTSB MIA00FA107: Cessna 310D, N6744T, Stuart, FL, March 14, 2000 - Type: NTSB accident investigation - Classification: Accident · No injuries · Field investigation · Final report - Date: March 14, 2000, 14:35 local (19:35 UTC) - Place: Stuart, FL - Coordinates: 27.189344, -80.190788 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=27.1893&lon=-80.1908&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 3 uninjured - Status: Completed, report November 6, 2001 - Report: Approved by Office Director - NTSB case key (mKey): 48812 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA00FA107 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/48812/pdf - Page: https://openairdocs.org/ntsb/MIA00FA107 ## Probable cause (aircraft 2) 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. ## Probable cause (aircraft 1) 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. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Midair collision, approach - visual lookout - inadequate, pilot in command (cause) - visual lookout - inadequate, pilot of other aircraft (cause) - approach/departure control service - inadequate, atc personnel(dep/apch) (cause) - crew/group coordination - not performed, atc personnel(dep/apch) (cause) - radio communications - excessive, atc personnel(lcl/gnd/clnc) (cause) - Midair collision, approach - visual lookout - inadequate, pilot in command (cause) - visual lookout - inadequate, pilot of other aircraft (cause) - approach/departure control service - inadequate, atc personnel(dep/apch) (cause) - crew/group coordination - not performed, atc personnel(dep/apch) (cause) - radio communications - excessive, atc personnel(lcl/gnd/clnc) (cause) ## Analysis (aircraft 2) 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. ## Analysis (aircraft 1) 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. ## Factual narrative (aircraft 2) Same as narrative for MIA00FA107A. ## Factual narrative (aircraft 1) 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 Augu ## Aircraft 1 - Registration: [N6744T](https://openairdocs.org/deregistered/N6744T-2018-03-29), registration cancelled 2018-03-29, S/N 39044, built 1960 (OpenAirDocs) - Reported make and model: Cessna 310D - Registry model: [Cessna 310D](https://openairdocs.org/model/cessna-310d) (registry code 2074212) (OpenAirDocs) - Registry engine: [Continental I0-470 series](https://openairdocs.org/engine/continental-i0-470-series) (registry code 17027, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 39044 - Airframe hours: 5840 - Engines: Continental IO-470D 260 horsepower reciprocating - Damage: Minor damage - Flight: Personal, Part 91 - Registered owner: James F. Miller Jr - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 7, 1999, 24 hours before - Departed: LNA, LANTANA, FL - Destination: SUA - Airport: SUA, Witham Field, runway 7, 4,652 × 100 ft, asphalt ## Aircraft 2 - Registration: [N51ML](https://openairdocs.org/aircraft/N51ML), registered now, S/N E-3105, built 1997 (OpenAirDocs) - Reported make and model: Beech A36 - Registry model: [Raytheon A36](https://openairdocs.org/model/raytheon-a36) (registry code 7150001) (OpenAirDocs) - Registry engine: [Continental IO-550 series](https://openairdocs.org/engine/continental-io-550-series) (registry code 17042, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: E3105 - Airframe hours: 393 - Engines: Continental IO-550B 300 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Mark Lemelman - Airworthiness certificate: Standard, Normal - Last inspection: Annual, September 9, 1999, 61 hours before - Departed: LAL, LAKELAND, FL - Destination: SUA - Flight plan: IFR - Airport: SUA, Witham Field, runway 7, 4,652 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot, aircraft N6744T; age 81; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: left; flight hours: 10,562 total, 1,121 in this make and model, 8 in the last 90 days, 3 in the last 30 days, 1 in the last 24 hours - Pilot, aircraft N51ML; age 72; private; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: left; flight hours: 5,305 total, 400 in this make and model, 4,000 as pilot in command, 36 in the last 90 days, 10 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 90° at 14 knots - Visibility: 10 statute miles - Lowest ceiling: 10,000 ft broken - Temperature: 73 °F, dew point 55 °F - Altimeter: 30.00 inHg - Observed at: SUA ## FAA reports on this event (2) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20000314039889A](https://openairdocs.org/incident/20000314039889A), Mar 14, 2000: Cessna 310D, Savoonga, AK, No damage. (-23)Stuart twr cleared N6744T for right base rwy 07 when it was approx. 7 mi. South of apt. As it was initiating turn to final, wing tip collided with wing… - [Accident 20000314039869A](https://openairdocs.org/incident/20000314039869A), Mar 14, 2000: Beech A36, Savoonga, AK, No damage. (-23)Stuart tower cleared N6744T for right base runway 07 when it was approx 7 miles south of airport. As it was initiating turn to final, wing tip collided… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.