N4XZ
Cessna T310R
The pilot made radio contact with Air Traffic Control, and was issued an IFR clearance. The controller at the center observed the airplane in a turn and losing altitude. The controller radioed the pilot and asked if he needed assistance. The pilot answered 'standby.' Radar and radio contact was lost. About 4 hours later, a United States Coast Guard aircraft found debris in the water. Radar data showed that the flight was about to intersect the assigned airway, and was at an altitude of 5,800 feet. The flight started drifting left of the airway and climbed from 5,800 feet to 7,400 feet, in 2 minutes and 01 second. The airplane turned about 180 degrees to the left, and then descended 1,500 feet to an altitude of 5,900 feet, in 47 seconds. The flight continued to descend from 5,900 feet to 1,700 feet and reached that altitude in 2 minutes and 36 seconds. The last radar return was at 2209:40 and no altitude was recorded. In addition, the transcript of radio communication indicated that the pilot was receiving his IFR clearance about the same time, and he read back the clearance incorrectly. Due to the ocean conditions and high winds the search for the airplane and victims took several weeks. The airplane was not recovered from the ocean until November 15, 16, 1999. Examination of the recovered wreckage did not reveal any discrepancies. The pilot's personal logbook listing his flight hours was not recovered. Based on his last application for insurance, dated April 20, 1999, it was estimated that the pilot had about 1,207 hours of total flight time in all aircraft, and 36 hours in this make and model airplane, at the time of the application. In addition, at the time of the application the pilot listed 48 hours of night flight time. The weather for Key West, Florida, about 10 miles south of the crash site at 2153 was; wind 040 at 9 knots; visibility 10 sm, lowest ceiling 15,000 broken; temperature 79 degrees F; dew point 73 degrees F; altimeter 30.08 in Hg. The reported condition of the ocean, according to the United States Coast Guard station, Key West, Florida, about the time of the accident was; ocean swells (6 to 8 feet), and the winds were from the northeast at 15 to 20 knots.
HISTORY OF FLIGHT On October 30, 1999, about 2210 eastern daylight time, a Cessna T310R, N4XZ, registered to Southern Aerial Photography Inc., impacted with the water about 10 miles north of Key West, Florida. Visual meteorological conditions prevailed at the time, and an IFR flight plan was filed for the 14 CFR Part 91 personal flight. The airplane sunk in about 20 feet of water, and was destroyed. The commercial-rated pilot and three passengers received fatal injuries. The flight had departed from the Key West, Florida Airport, en route to Fort Lauderdale, Florida, at 2200. According to air traffic control (ATC) at Miami Center, at the time the airplane departed from Key West, the ATC tower was closed. The pilot made radio contact with Miami Center and was advised that he was in radar contact leaving an altitude of 5,500 feet msl. The controller at Miami Center observed the airplane in a turn and losing altitude. The controller radioed the pilot and asked if he needed assistance. The pilot answered "standby." Radar and radio contact were lost at 2210. About 0200, a United States Coast Guard aircraft found debris in the water at 081.46 West and 24.41 North. It was reported, by line personnel at Key West, that the airplane arrived about noon on October 30, 1999, and was topped off with fuel. Radar data showed that the flight was about to intersect the V157 airway, and was at an altitude of 5,800 feet. The flight started drifting left of the airway and climbed from 5,800 feet to 7,400 feet, reaching 7,400 feet in 2 minutes and 01 second. The airplane turned about 180 degrees to the left, and descended 1,500 feet to an altitude of 5,900 feet, in 47 seconds. The flight continued to descend 4,200 feet, from 5,900 feet to 1,700 feet, in 2 minutes and 36 seconds. The last radar return was at 2209:40, and no altitude was recorded. In addition, the transcript of radio communication indicated that between 2203:04 and 2203:41, the pilot was receiving his IFR clearance. At 2203:41, the pilot read back the clearance incorrectly. The calculated rate of climb from 5,800 feet to 7,400 feet was about 995 feet per minute. The calculated rate of descent from 7,400 feet to 5,900 feet was about 1,915 feet per minute. The calculated rate of descent from 5,900 feet to 1,700 feet was about 1,615 feet per minute. Due to the ocean conditions and high winds the search for the airplane and victims took several weeks. The airplane was not recovered from the ocean until November 15-16, 1999. The accident occurred during the hours of darkness about 24 degrees, 41 minutes north, and 081 degrees, 46 minutes west. PERSONNEL INFORMATION The pilot's personal logbook listing his flight hours was not recovered. Based on his last application for insurance, dated April 20, 1999, it was estimated that the pilot had about 1,207 hours of total flight time in all aircraft, and 36 hours in this make and model airplane, at the time of the application. In addition, at the time of the application the pilot listed 48 hours of night flight time. AIRCRAFT INFORMATION The airplane's maintenance records showed that the last entry dated October 28, 1999, was, "Lubed waste gates, inspected left and right exhaust...CAV-AIR Inc." METEOROLOGICAL INFORMATION The weather for Key West, Florida, about 10 miles south of the crash site at 2153 was; wind 040 at 9 knots; visibility 10 sm, lowest ceiling 15,000 broken; temperature 79 degrees F; dew point 73 degrees F; altimeter 30.08 in Hg. The reported condition of the ocean, according to the United States Coast Guard station, Key West, Florida, about the time of the accident was; ocean swells (6 to 8 feet), and the winds were from the northeast at 15 to 20 knots. Computerized sun and moon information revealed that about the time of the accident the altitude of the sun was minus 46.2 degrees below the horizon. The altitude of the moon was minus 28.5 degrees below the horizon. (See sun and moon information, an attachment to this report). MEDICAL AND PATHOLOGICAL INFORMATION Dr. Robert J. Nelms performed an autopsy on the pilot, on November 15, 1999, at the Monroe County Medical Examiner's Office, Marathon, Florida. According to the autopsy report, "...Cause of Death...blunt impact trauma caused by aircraft crash into water." Toxicological tests were conducted at the Federal Aviation Administration, Research Laboratory, Oklahoma City, Oklahoma, and revealed, "No ethanol detected in Kidney... no drugs detected in Kidney...15 (mg/dl, mg/hg) Ethanol detected in muscle...Notes...the ethanol found in this case is from postmortem ethanol formation and not from the ingestion of ethanol." COMMUNICATIONS At 2158:22, the pilot made radio contact with the Miami ARTCC (air route traffic control center), Fort Myers Low Sector Radar Position (R24), and said, "...departing Key West." The controller gave the pilot a transponder code of "four seven zero four." The pilot called center several times because he did not get the transponder code, and made four attempts to reestablish radio contact. At 2159:33, the pilot said, "...Miami Center this is uh twin Cessna 4XZ do you copy." The R24 controller answered, "...loud and clear, how me." The pilot of N4XZ said, "...loud and clear sir do you have our uh squawk uh four seven zero four." The controller said, "No sir I do not." At 2203:04, the R24 controller said, "...radar contact one zero miles north of Key West leaving five thousand five hundred you're cleared to Fort Lauderdale Executive via join victor one fifty seven [V157 airway], Famin [intersection], radar vectors Executive, climb and maintain one one thousand, Key West altimeter zero zero eight." At 2203:21, the pilot said, "roger uh did you say." The R24 answered at 2203:28, and repeated, "...you're radar contact cleared to the Fort Lauderdale Executive via join victor one five seven to Famin intersection expect radar vectors to Fort Lauderdale climb and maintain one one thousand." At 2203:41, the pilot of N4XZ said, "roger cleared to Fort Lauderdale Executive via join victor one fifty seven uh maintain one one thousand...." [Note: The piloted omitted the Famin Intersection, and radar vectors on the read back of the clearance.] At 2203:48, the R24 controller said, "...verify leaving five thousand uh seven hundred." The pilot said, "five thousand seven hundred leaving." The R24 controller called the pilot 2 minutes 46 seconds later at 2206:38, and said, "...[N4XZ] Miami say heading...N4XZ Miami." At 2206:50, the pilot of N4XZ said, "Miami stand by." The R24 controller said, "...are you having a problem." There was no response; radio and radar contact was lost. The R24 controller had several other aircraft on the frequency attempt to make contact with N4XZ without successes. WRECKAGE AND IMPACT INFORMATION After the airplane was recovered from the water it was taken to Air and Sea Recovery Inc., Fort Lauderdale, Florida, where the recovered parts were examined. Examination of the airframe revealed that the components that were recovered included the wing main spar carry-through from the left engine to the right engine, the left aileron, the horizontal and vertical tail section, three seats, the cockpit area to include the power quadrant, center console, the left and right engines, right propeller including all three blades with the hub, two of the left propeller blades and a portion of the left propeller hub. The fuselage and wing carry through area, out to the wing, displayed extensive impact damage. The leading edges of the wings were missing back to the main spar. The top surfaces of the airplane displayed more impact damage then did the bottom surfaces. Due to the destruction of the fuselage very little recoverable information was available. The landing gear drive gearbox located on the floor of the fuselage was found in the landing gear retracted position. The flap drive actuator located in the cabin floor was found with the chain drive in an intermediate position about 15 degrees flaps extended. The power quadrant revealed that the throttle, mixture and propeller were found near the full forward position. The right throttle arm was bent to the rear of the left throttle arm. The flight controls that were recovered included the horizontal stabilizer, the vertical stabilizer, the right elevator, portions of the rudder, and the left aileron. Flight control continuity was established to a limited extent because of impact damage, and some flight controls were not recovered. The empennage cables and rigging revealed that they had extensive impact damage. No discrepancies were found with the attachments and riggings. The elevator trim tab was found in the 14-degree down position relative to horizontal. The rudder was found beyond limits to the right. The cabin area was found destroyed. No meaningful information was obtained from the cabin area. Examination of the fuel system revealed that neither the left nor right wing sections outboard of the engine nacelles were available for inspection to include the main fuel tanks and auxiliary tank. The fuel selector valves were not located. The cockpit fuel selector handles were found and revealed, the left selector handle was found to the Right tank. The right selector handle was found to the Right tank. Both engines displayed impact damage and corrosion from the seawater. Both oil sumps were crushed upward. The engine exhaust system for both engines displayed impact damage, and parts of both exhaust system were missing. Both of the propellers had separated from the mounting flange. The left engine fuel pump was missing. The right engine-driven fuel was found still attached, and the drive coupler was found in place. TEST AND RESEARCH The left and right engines were taken to the facilities of Certified Engines, Opa Locka, Florida, for examination under the supervision of the NTSB, on December 3, 1999. Disassembly and inspection of the left and right engines revealed no discrepancies. Propeller Examination The left and right McCauley propellers were removed for examination, and were taken to Aviation Propellers Inc. facilities, Opa Locka, Florida, on December 8, 1999, under the supervision of the NTSB investigator-in-charge (IIC). Both propellers displayed impact damage, rotational damage, blade bending, and twisting. The feather stop mechanisms of each propeller were found undamaged, indicating that the mechanisms were not engaged at impact. Neither propeller was at or near the feather position. Impact signature markings to include counterweight impact marks and actuating pin marks indicated that the blade angle of each propeller was found near the low pitch position. No discrepancies were found on either propeller. Turbocharger Examination The left and right AlliedSignal Model TE0659 turbochargers were removed for examination at Aviation Propellers Inc., facilities, Opa Locka, Florida, on December 8, 1999, under the supervision of the NTSB IIC. (Left) Examination of the left turbocharger part number and serial number unknown revealed that the turbocharger turbine wheel shaft had fractured at the base of the turbine wheel. The turbine wheel shaft, center section, bearings and compressor impeller were not with the turbocharger and not examined. The turbocharger turbine wheel could not be rotated freely within the turbine housing. The compressor section, including the V-band compressor housing, compressor impeller, and compressor back plate assembly were not with the turbocharger, and were not examined. The center section, including the center housing and bearing was not with the turbocharger and was not examined. The turbine wheel shroud was still attached in the turbine housing by the center section retaining plate. A substance that appeared to be sand was found on all surfaces of the turbine wheel shroud. The shroud was cleaned, and oxidation was observed on the internal surfaces of the turbine wheel shroud. The center bore of the turbine wheel shroud was found elongated. Oxidation was found adjacent to the elongated edges of the center bore. There was a rotational score mark, through about 120 degrees, on the turbine wheel shroud surface adjacent to the turbine wheel, with corresponding rotational score marks on the turbine wheel. The turbine housing revealed no discrepancies. There appeared to be sand on the internal surfaces of the turbine housing. The housing was cleaned, and oxidation was observed on the internal surface. A rotational score mark was observed, through about 180 degrees, on the turbine-housing shroud surface adjacent to the turbine wheel. The turbine wheel shaft was found fractured at the piston ring location at the base of the turbine wheel. The separated turbine wheel shaft was not available for examination. Sand was found on all surfaces of the turbine wheel. After cleaning, oxidation and what appeared to be lead deposits were observed on all surfaces. All turbine wheel blade tips were deformed opposite the direction of rotation. Three turbine wheel tips were found fractured. Two of the three fractured blade tip surfaces were deflected opposite the direction of rotation. A section of the third fractured turbine blade tip was separated from the turbine wheel. There were rotational score marks on the surfaces of the turbine wheel adjacent to the turbine wheel shroud, with corresponding rotational score marks on the turbine wheel shroud. The wastegate and pressure relief valve were not available for examination. The V-band clamp and compressor housing appeared to have no discrepancies. A substance that appeared to be sand was found inside the compressor housing. Corrosion was observed on all surfaces of the compressor housing. (Right) Examination of the right turbocharger part number 406610-9025, and serial number XJ028690, revealed that the turbocharger rotor was not free to rotate. The overpressure relief valve and components of the airplane's induction system were still attached to the turbocharger compressor housing. The compressor section V-band clamp was found attached. The compressor housing did not display any discrepancies, and sand was found inside the housing. After the housing was cleaned, a rotational score mark was observed over 60 percent of the compressor housing shroud surface adjacent to the transition portion of the compressor impeller blades. The compressor impeller did not display any discrepancies. Corrosion and sand were found on all the surfaces of the impeller. Two of the impeller blade tips were found bent. One was bent in the direction of travel, and the other blade tip was bent opposite the direction of rotation. The compressor backplate assembly was found in place. Oxidation was found on both the internal and external surfaces of the compressor backplate assembly. The compressor backplate assembly did not display any other damage. The center section revealed no discrepancies with the center housing, however, corrosion was observed on all surfaces of the housing. Scoring was found on the compressor-bearing surface of the center housing, with corresponding score marks on the compressor bearing. No obstructions were found on the center housing oil passages. Examination of the bearings did not reveal any discrepancies. Operational discoloration was observed on both bearings. Scoring was observed on the compressor bearing outer diameter, with corresponding score marks on the center-housing compressor bearing surface. The inner diameter and outer diameter of both bearings were measured with a calibrated micrometer. All diameters measured were within service limits. (See the excerpts of Honeywell's teardown report, Table I, page No. 6, an attachment to this report). The turbine section examination revealed that the turbine housing was found in place. Sand was found on all surfaces of the turbine housing. The turbine housing displayed oxidation on the internal surfaces. The oxidation layer in the interior of the turbine housing was chipped adjacent to the turbine shrou
the pilot's failure to maintain control of the airplane, which resulted in impact with rough water. A factor in this accident was a dark night, which resulted in no visual cues.
Source: NTSB Aviation Accident Database
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