History of Flight
On 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 Part 91. Dark night visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the personal flight to Abbeville Chris Crusta Memorial Airport, Louisiana.
Earlier that day, the pilot flew one of the co-owners and others from Louisiana to DTS, landing between 1430 and 1440. At a fixed base operator (FBO), the pilot rested, borrowed a crew car, and obtained food. At 2001, the pilot spoke with his son for about 6 minutes. FBO video recorded the pilot walking to the airplane. At 2014, navigation and strobe lights illuminated briefly, consistent with engine start. The pilot contacted Eglin Clearance Delivery at 2018:26 for an IFR clearance, which was provided and read back. The airplane moved from parking about 2019. At 2022:10, the pilot contacted Eglin Approach Control, ready to depart runway 14. The controller instructed a right turn to 240° and climb to 2,000 ft msl, releasing the airplane for takeoff. The pilot acknowledged and broadcast on CTAF at 2023:04. A helicopter pilot reported he was not a factor and had the airplane in sight; the accident pilot acknowledged. No further communication occurred.
A pilot preparing for a local flight from DTS reported a direct view of runway 14 and everything looked normal. He saw the airplane 50-100 ft AGL in clean configuration. A tour helicopter pilot saw the airplane at 200-300 ft at the departure end, climbing to about 1,000 ft over condominiums. Eglin Approach Control asked if he had visual contact; he did not.
Radar returns from Eglin Approach Control showed the airplane proceeding southeast on runway heading. The fifth return was over water west of the extended centerline. The next target showed a peak altitude of 900 ft msl, then a descending right turn, last target at 300 ft msl on a westerly heading. Average descent rate between last two returns was 4,800 ft/min, rate of turn 6.4°/sec, groundspeed about 252 knots.
Surveillance footage from a nearby building captured a strobe reflection on the water for about 13 seconds, then the airplane in view for 3 seconds before impact was not captured.
Four witnesses on a beach saw the airplane flying south, then enter a right turn with wings near vertical, then continue west parallel to shore, descending and impacting the water at about a 45° angle. One witness said the airplane appeared to roll wings-level before descending.
The pilot who watched the accident airplane depart left 10 minutes later. He reported no moon or stars visible due to clouds, total lack of visual cues out the front windscreen during the right turn, and loss of visual reference of the coastline.
Personnel Information
The 63-year-old pilot held a commercial pilot certificate with ratings for airplane single-engine land and sea, multiengine land, and instrument. His most recent second-class medical certificate, with limitation for corrective lenses, was issued August 18, 2014, and expired December 31, 2015. No subsequent medical certificate was issued. Family reported over 15,000 total flight hours, good health, and no medication. He was obtaining a new medical certificate and flew for the co-owners.
Between July 22-24, 2016, the pilot completed recurrent training at SimCom in Orlando, Florida, including 2 hours daily in a Cessna 421C simulator and differences training for the Cessna 414A, plus 3 hours daily ground training. He also practiced instrument procedures including unusual attitude recoveries and satisfactorily completed all training.
Aircraft Information
The low-wing, retractable-gear Cessna 414A (serial number 414A0463) was manufactured in 1980. Originally equipped with two 310-hp Continental TSIO-520-NB engines and McCauley propellers, it was modified per STC SE4327SW-D to 335 hp at 38 inHg and 2,700 rpm, and per STC SA09971SC-D with Hartzell three-bladed propellers.
Maintenance records showed the last static pressure system, altimeter, and automatic pressure reporting system tests on January 23, 2015. The last annual inspection was January 1, 2016, at 6,202.7 total time; about 44 hours since.
The co-owner reported no issues on the earlier flight. No maintenance was performed after landing. The airplane was fueled with 100 gallons of 100LL; no fuel-related issues reported for other aircraft fueled from the same truck. Postaccident fuel samples were clear and bright.
Meteorological Information
At 1953, DTS reported wind 330° at 5 knots, 10 miles visibility, clear skies, temperature 29°C, dew point 25°C, altimeter 30.03 inHg. GOES-13 infrared imagery at 2030 showed scattered low to midlevel stratiform clouds with tops near 5,000 ft. The US Naval Observatory indicated end of civil twilight at 2005, sun 10.9° below horizon, moon set at 1931, no illumination. Dark night conditions prevailed.
Wreckage and Impact Information
The airplane crashed in the Gulf of Mexico in about 55 ft of water, about 1.23 nautical miles at 191° from the departure end of runway 14. Divers recovered the inverted fuselage with bottom torn away. Nose landing gear extended; both wings attached by control cables, right wing resting on left side. Left main gear extended. Left engine and propeller attached; right engine and propeller separated but nearby. Aft fuselage/empennage and horizontal stabilizer recovered.
Examination revealed no preimpact failure or malfunction. No fire damage. Flight control cables showed tensile overload or cut signatures. Flap motor indicated flaps retracted. Rudder trim actuator extended 1.625 inches (10° tab trailing edge left). Elevator trim tab actuator extended 0.750 inches (21° tab trailing edge down). Left auxiliary fuel pump outlet line was disconnected; no fuel stains. Right auxiliary fuel pump not located. Pilot's seat attached, lap belt buckled, shoulder harness not attached. Landing gear selector up; left and right auxiliary fuel pump switches off. Throttle controls about 3/4 forward; left propeller control about 1 inch forward of decrease detent; right propeller control about 3/4 full forward; mixture controls as found. Attitude indicators showed right bank and nose-low attitudes. Suction gauge off scale low, water inside.
Left engine test run produced 2,100 rpm at 38 inHg, operating lean. Engine-driven fuel pump had internal corrosion. Right engine teardown showed no mechanical issues or failures. Propellers examined with no preimpact failure.
Medical and Pathological Information
Autopsy by District One Medical Examiner's Office determined cause of death as drowning, with contributory blunt impact of head and chest. FAA toxicology tested negative for carbon monoxide and volatiles; acetaminophen detected in urine (319.5 ug/ml) and blood (unquantified).
Tests and Research
The airplane was equipped with a portable Garmin GPS, Shadin fuel flow indicator, and J.P. Instruments EDM 760 engine monitor. The GPS did not record the accident flight; no data from fuel flow indicator. The EDM 760 recorded 115 data points covering 11 minutes 24 seconds, but internal clock malfunction prevented real-time correlation. Data showed all cylinder head and exhaust gas temperatures for both engines were normal from 6 minutes 48 seconds until the end.
Auxiliary fuel pump outlet line and fitting were retained for further examination.