N51ML

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 August 12, 1996, and has a total of about 26 years of ATC experience. For additional information, please refer to the ATC Group Chairman Report, provided as an attachment to this report.

AIRCRAFT INFORMATION

N6744T is a 1960 model Cessna 310D, serial number 39044. At the time of the accident, the aircraft's total flight time was 5,840.3 hours. The aircraft received and annual inspection on October 7, 1999, 23.7 flight hours before the accident. The aircraft is equipped with two 260-horsepower Continental IO-470D engines, with serial numbers C510533420 and C1052909.

N51ML is a 1997 model Raytheon Aircraft Company BE36, serial number E-3105. At the time of the accident, the aircraft's total flight time was 393 flight hours. The aircraft received an annual inspection on September 9, 1999, 61 flight hours before the accident. The aircraft is equipped with a 300 horsepower Continental IO-550Bengine, serial number 682627. The engine was the original engine, had not been overhauled, and had accumulated 393 total flight hours. METEOROLOGICAL INFORMATION

Visual meteorological conditions prevailed at the time. The Palm Beach 1453 surface weather observation was, wind from 090 at 14 knots, visibility 10 statute miles, 3,700 scattered, ceiling 10,000 broken, temperature 73 degrees F, dew point temperature 55 degrees F, altimeter 30.13 inHg.

COMMUNICATIONS

According to the FAA Air Traffic Control (ATC) transcript of communications, the pilot of N51ML had been handed off to Palm Beach Approach Control from the R45 radar sector controller. At 1420:37, the pilot made initial radio communications contact with the arrival radar north controller by advising, "...descending through forty five hundred four thousand and requesting the g p s to runway twelve at Stuart." The controller instructed the pilot to contact the departure radar north controller. At 1421:03, the pilot again contacted the facility, and advised the controller of the altitude he was descending to, and requested the g p s approac...