History of Flight
On December 8, 2013, at approximately 1821 eastern standard time, a Cessna 310R (N98BT) was destroyed when it collided with a pond during a missed approach at Jacksonville Executive Airport (CRG), Jacksonville, Florida. The private pilot and two passengers sustained fatal injuries. Night instrument meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed. The flight originated from St Lucie County International Airport (FPR), Fort Pierce, Florida, at about 1715. The personal flight was conducted under 14 CFR Part 91.
According to the Federal Aviation Administration (FAA), the airplane was in radio and radar contact with Jacksonville International Airport (JAX) terminal radar approach control. At 1806, the controller relayed updated ATIS information: visibility 1.5 miles with mist and ceiling overcast at 400 feet. The pilot acknowledged. Between 1809 and 1812, the controller cleared the flight to descend to 3,000 feet and then 2,000 feet, which the pilot acknowledged.
At 1814, the controller instructed the pilot to fly a heading of 350 degrees and maintain 2,000 feet until established on the localizer. At 1815, the pilot switched to CRG tower frequency. The CRG controller cleared the flight to land on runway 32 and provided a pilot report (PIREP) from a flight that landed 30 minutes prior, stating lights visible at 300 feet agl and runway in sight at 200 feet agl. At 1817, a low altitude alert was generated; the controller instructed the pilot to check altitude. The pilot acknowledged and stated 600 feet, matching radar data. At 1819, the pilot announced a missed approach.
The published missed approach procedure was a climb to 700 feet then a climbing right turn to 1,900 feet on a 180-degree heading. The tower controller instructed the pilot to fly a heading of 280 degrees (left), which the pilot acknowledged. The controller did not provide an altitude and told the pilot to contact Jacksonville Departure; no reply was received. No further communications occurred.
Radar data indicated the airplane crossed the final approach fix (ADERR) about 1 mile right of the localizer course and about 1,000 feet msl, 900 feet below the published crossing altitude of 1,900 feet. It then descended and leveled off about 600 feet, twice deviating left of course and re-intercepting. During the third intercept, it descended to about 300 feet and began a climbing left turn to 900 feet before radar contact was lost.
Personnel Information
The pilot held a private pilot certificate with ratings for airplane single-engine land, multiengine land, and instrument airplane. His most recent FAA third-class medical certificate was issued August 2, 2013, reporting 1,600 total hours. He obtained his instrument rating in 2002 and multiengine rating in 2007. A 2012 insurance application listed 1,550 total hours, with 800 hours in multiengine airplanes and 30 in the same make and model; instrument experience was not listed. A flight instructor's logbook recorded a biannual flight review on June 30, 2012, but no instrument proficiency check was found.
Aircraft Information
The six-seat, low-wing, retractable-gear airplane (serial number 310R1582) was manufactured in 1979. It was powered by two Continental IO-550, 300-horsepower engines with McCauley propellers. The most recent annual inspection was completed June 10, 2013, at 4,161.3 total hours. The engines had 702.7 hours since major overhaul. The hour meter indicated 9 hours since that inspection, including the accident flight.
Meteorological Information
At 1611, the pilot filed an IFR flight plan by telephone; the flight service specialist offered to check weather, but the pilot replied that the weather “looked good.” At that time, recorded weather at CRG included visibility 2 miles in mist and ceiling 400 feet overcast. At 1833, the recorded weather at CRG was: wind 060 degrees at 4 knots; visibility 2.5 miles in mist; overcast ceiling at 200 feet; temperature 18°C; dew point 17°C; altimeter 30.20 inches Hg.
Wreckage and Impact Information
The wreckage was found about 1 mile south of CRG, submerged in a pond of a residential development. It was upright, intact, and oriented on a southerly heading. Leading edges of both wings and the nosecone showed impact damage. Both main and auxiliary fuel tanks were breached. The right fuel selector was on the right auxiliary tank; the left selector on the left main tank. The right flap was extended approximately 15°, as was the left flap. The landing gear was retracted. The empennage and stabilizers were undamaged. Flight control cable continuity was confirmed from surfaces to the cabin area where cables were cut by recovery personnel. Elevator trim measured 5° tab down (nose up); rudder trim 5° tab left (nose right); aileron trim neutral. The cockpit area was crushed. All four seats were ejected; lapbelts in seat Nos. 1, 2, and 3 were buckled. The pilot's attitude indicator and turn-and-bank coordinator were removed; their gyros exhibited rotational scoring. Throttle, propeller, and mixture controls were full forward. The altimeter indicated 200 feet with 30.19 in the Kollsman window; airspeed indicated 130 knots.
Both propellers were attached; blades exhibited aft bending. Spark plugs were intact, with oil-soaked bottom electrodes. Valve train continuity and thumb compression were confirmed on all cylinders of both engines. The right engine vacuum pump vanes were intact; the left engine vacuum pump drive shaft was sheared. Engine-driven fuel pumps were intact; fuel screens contained fuel and no debris. Both engines were successfully test-run at the manufacturer's facility on January 22 and 23, 2013, under FAA supervision. The EFIS and digital engine analyzer were sent for data download, but no data were recovered.
Medical and Pathological Information
An autopsy performed on December 9, 2012, listed the cause of death as multiple blunt force trauma. Toxicological testing was negative for carbon monoxide, alcohol, and drugs.
Air Traffic Control
When the JAX controller relayed ATIS at 1806, a newer special weather observation recorded the same time indicated an overcast ceiling at 200 feet (instead of 400 feet), but this was not communicated to the pilot. The CRG controller relayed a PIREP of lights visible at 300 feet agl and runway in sight at 200 feet agl. The JAX controller's alternate missed approach instructions did not include an altitude; however, there was no requirement to do so, and the pilot would be expected to climb to the published missed approach altitude before turning to the alternate heading.