History of Flight
On August 26, 2015, at about 1620 eastern daylight time, a Cessna 310R, N90PS, was destroyed when it impacted water during a missed approach at Space Coast Regional Airport (TIX), Titusville, Florida. The commercial pilot was fatally injured. The airplane was operated as a 14 Code of Federal Regulations Part 91 personal flight. Instrument meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed. The flight originated from Orlando Executive Airport (ORL) at 1556.
Radar data showed the airplane departed ORL at 1556 and received instructions from air traffic control, including headings and altitudes. The controller advised the pilot of heavy precipitation near TIX. At 1603, communications were transferred to an approach controller who reported moderate to extreme precipitation near TIX. The pilot was subsequently vectored for an instrument landing system approach to runway 36.
At 1614, the pilot contacted the TIX tower and was cleared to land. At 1617, the pilot reported that the airport was not in sight and executed a missed approach. The pilot requested a turn to the south due to heavy precipitation. Radar data indicated the airplane completed a 180-degree climbing right turn, then made a rapid descent and impacted a river. No further communications were received.
Pilot Information
According to FAA records, the pilot held a commercial pilot certificate with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane. His most recent FAA second-class medical certificate was issued August 23, 2013. At that time, he reported 976 total hours of flight experience. Insurance documentation as of October 24, 2014, reported 1,000 hours total, with 407 hours in multiengine airplanes and 300 hours in the accident airplane make and model. The pilot's logbook was not recovered.
Aircraft Information
The airplane was a Cessna 310R, originally issued an airworthiness certificate on February 17, 1975. It was powered by two Continental IO-550-A2B engines and McCauley propellers. The most recent annual inspection was on October 16, 2014, with 4,259.3 total hours in service. Both engines had 805.4 hours since major overhaul. The airplane was equipped with weather radar, a GPS receiver, and a tablet with aviation applications.
Meteorological Information
At 1545, the pilot called an automated flight service station and was advised of thunderstorms moving from the south. The briefer recommended calling back before takeoff, but the pilot did not. The 1555 TIX observation reported wind from 040° at 16 knots gusting 26 knots, visibility 2 miles in thunderstorm and moderate rain, ceiling broken at 1,000 feet agl. Satellite imagery showed cumulonimbus clouds over Titusville with tops near 45,000 feet. Radar reflectivity at 1620 showed intense to extreme echoes over the Titusville area. Between 1545 and 1630, there were over 1,100 lightning strikes within 15 miles of TIX. At 1608, the TIX tower was struck by lightning. Security camera video showed heavy rain reducing visibility to about 1/4 mile at 1609.
Wreckage and Impact Information
The airplane was recovered from the Indian River at a depth of about 6 feet. The debris field was compact; both engines were about 40 feet apart. The airplane was fragmented; recovered pieces were no larger than 2 feet by 2 feet. Components recovered included sections of the nosecone, seats, left wing spar, empennage, horizontal stabilizer, and both nacelle baggage compartment doors. Flight control continuity could not be verified. The left engine had separated; propeller not recovered. Engine continuity was confirmed. The right engine had separated; camshaft was fractured due to overstress during impact. Both magnetos were damaged by corrosion.
Additional Information
Postaccident interviews provided details on air traffic control communications and weather briefings. The approach controllers noted heavy precipitation and coordinated vectoring. The TIX tower controller reported that lightning struck the tower and visibility dropped rapidly. The ground controller acknowledged that a special observation (SPECI) should have been issued when conditions changed from VFR to IFR but was not. The ATIS was not updated. The pilot did not call back for a weather update before departure.