N2735A

HISTORY OF FLIGHTOn 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 the provisions of Title 14 Code of Federal Regulations Part 91. Dark night visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the personal flight, which was destined for Abbeville Chris Crusta Memorial Airport (IYA), Abbeville, Louisiana.

Earlier on the day of the accident, the pilot flew one of the co-owners and several other individuals from IYA to DTS, where they landed between 1430 and 1440. Personnel at a fixed base operator (FBO) at DTS reported that, after arriving at DTS, the pilot told them he was going to the pilot's lounge to rest. Later, he borrowed a crew car from the FBO and obtained food, then returned to the FBO. At 2001, one of the pilot's sons spoke with his father; the conversation lasted about 6 minutes.

Video from the FBO recorded the pilot walking to the airplane before departing on the accident flight. At 2014, the navigation and strobe lights illuminated briefly, consistent with engine start. Air traffic control information showed that the pilot contacted Eglin Clearance Delivery to obtain his IFR clearance at 2018:26. The controller provided the clearance and transponder code, which the pilot correctly read back; the controller subsequently instructed the pilot to hold for release. The airplane moved from its parking spot on the ramp about 2019, and at 2022:10, the pilot contacted Eglin Approach Control and advised that he was ready to depart from runway 14. The controller verified the runway, then advised the pilot to turn right on departure to a heading of 240°, and to climb and maintain 2,000 ft mean sea level (msl); the controller then released the airplane for takeoff. The pilot acknowledged, and at 2023:04, the pilot broadcast on the DTS common traffic advisory frequency (CTAF) that the airplane was departing from runway 14 and turning to a heading of 240°.

In response to the pilot's takeoff announcement, the pilot of a helicopter flying eastbound along the coast reported on the CTAF that he was not a factor for the departing airplane. He then informed the pilot that he was 1 mile southwest of DTS on a left base for runway 32 and had the airplane in sight, to which the accident pilot communicated, "do appreciate that." There was no further communication from the accident pilot on the CTAF or Eglin Approach Control.

A pilot who was preparing to depart for a local flight from DTS reported that he had a direct view of runway 14 as the accident airplane departed and that everything "looked and sounded normal." The pilot reported that, as the airplane passed his location, it was 50 to 100 ft above ground level in a "clean configuration." He reported there was nothing unusual or abnormal about the takeoff, and the only other activity in the airport traffic pattern was a tour helicopter.

The pilot of the tour helicopter saw the accident airplane as it departed, and estimated that the airplane was between 200 and 300 ft at the departure end of the runway. It continued climbing over condominiums south of the airport to an estimated altitude of 1,000 ft. During his next two flights with passengers aboard, Eglin Air Force Base Approach Control contacted him via the DTS CTAF and asked if he had visual contact with the accident airplane; he reported that he did not.

Primary and secondary radar returns recorded by Eglin Approach Control recorded several targets associated with the accident airplane. The first four, spanning from 2024:07 to 2024:22, had no associated altitudes but showed the airplane proceeding southeast on runway heading. The fifth radar return, at 2024:41, was located over water west of the extended runway centerline, also with no associated altitude. The next target depicted the airplane at a peak altitude of 900 ft msl and then entering a descending right turn, with the last target at 2025:01 at 300 ft msl on a westerly heading. The average calculated descent rate, rate of turn, and groundspeed between the last 2 radar returns was 4,800 ft per minute, 6.4° per second, and about 252 knots, respectively.

Surveillance footage from a nearby building captured a portion of the flight. About 2024:43, a strobe reflection was noted on the surface of the water immediately adjacent to land. The strobe reflections on the water continued in a westerly direction for about 13 seconds, then the airplane came into view for about 3 seconds. During that time, the strobe light remained illuminated; however, the impact was not captured.

Four witnesses on a beach near the accident site saw the airplane flying in a southerly direction, then enter a right turn; one witness described the airplane's wings as being "near vertical" during the turn. The airplane continued west, parallel to the shore, for a short time as it descended and then impacted the water at an approximate 45° angle. One of the witnesses indicated that the airplane appeared to roll to a wings-level position before it began descending.

The pilot who had watched the accident airplane depart from DTS departed from the same runway about 10 minutes after the accident and reported the moon was not visible, and no stars were visible due to clouds. He reported that, as he initiated a right turn to the west after takeoff, there was a total lack of visual cues out the front windscreen, and he lost all visual references of the coastline over his left shoulder. He also reported that there were no visual references out the right side of the airplane during the first part of the turn, and it was only after about 45° of heading change that he began to see ground lights out the front windscreen. PERSONNEL INFORMATIONThe pilot, age 63, held a commercial pilot certificate with ratings for airplane single-engine land and sea, airplane multiengine land, and instrument airplane. His most recent time-limited Special Issuance Federal Aviation Administration (FAA) second-class medical certificate with a limitation to wear corrective lenses was issued on August 18, 2014; it was not valid for any class after December 31, 2015. The pilot was not issued a subsequent medical certificate.

Family members reported that the pilot had over 15,000 total hours of flight experience, was in good health, and to their knowledge, was not taking any medication. They indicated he was in the process of obtaining a new medical certificate. He was a pilot for the co-owners of the airplane.

According to records provided by SimCom, during a three-day period between July 22 and 24, 2016, the pilot obtained recurrent training at their Orlando, Florida facility. The training consisted of 2 hours each day in a multiengine simulator appropriate for a Cessna 421C, and differences training in the same simulator for the Cessna 414A. The ground training was scheduled for 3 hours each day and covered aircraft systems, including differences training for the Cessna 414A. During this period, the pilot also completed training in instrument flight procedures in the simulator, including two unusual attitude recoveries while in a descending Vne (velocity never exceed speed) condition, and two unusual attitude recoveries while in an ascending stall speed condition. He satisfactorily completed all training and was issued a completion certificate. AIRCRAFT INFORMATIONThe low-wing, retractable-gear Cessna 414A airplane, serial number 414A0463, was manufactured in 1980. It was originally equipped with two 310-horsepower Continental Motors TSIO-520-NB engines and McCauley constant-speed propellers, but was subsequently modified in accordance with (IAW) Supplemental Type Certificate (STC) SE4327SW-D, which allowed for operation to 335 horsepower at 38 inches manifold pressure at 2,700 rpm. The airplane was also modified IAW STC SA09971SC-D by installation of Hartzell three-bladed constant speed PHC-C3YF-2UF propellers.

A review of the airframe maintenance records revealed the airplane's last static pressure system, altimeter, and automatic pressure reporting system tests were on January 23, 2015. The airplane's last annual inspection was completed on January 1, 2016. At that time, the airplane's total time was 6,202.7 hours. The airplane had accrued about 44 hours since the annual inspection.

The co-owner who had flown with the pilot earlier in the day reported there were no airplane issues during the flight. After landing, there was no reported maintenance performed to the airplane. The airplane was serviced at DTS with 100 gallons of 100LL aviation fuel. Eight other aircraft were fueled from the same truck and there were no reported fuel-related issues; all postaccident samples were reported to be clear and bright. METEOROLOGICAL INFORMATIONThe 1953 automated surface observation at DTS reported wind from 330° at 5 knots, 10 miles visibility, and clear skies. The temperature and dew point were 29°C and 25°C, respectively, and the altimeter was 30.03 inches of mercury.

Data from the GOES-13 infrared image at 2030 indicated scattered low to midlevel stratiform clouds. The radiative cloud top temperature corresponded to cloud tops near 5,000 ft.

According to data from the US Naval Observatory for the accident site area, the end of civil twilight was 2005, and, at the time of the accident, the sun was 10.9° below the horizon at an azimuth of 298°. The moon set at 1931 and was more than 15° below the horizon with no illumination; dark nighttime conditions prevailed at the time of the accident. AIRPORT INFORMATIONThe low-wing, retractable-gear Cessna 414A airplane, serial number 414A0463, was manufactured in 1980. It was originally equipped with two 310-horsepower Continental Motors TSIO-520-NB engines and McCauley constant-spee...