The commercial pilot and three passengers departed on a cross-country flight in a Beech B60. As the flight neared the destination airport, the pilot canceled his instrument flight rules (IFR) clearance.
The approach controller transferred the flight to the tower controller, and the pilot reported to the tower controller that the airplane was about 2 miles from the airport.
However, the approach controller contacted the tower controller to report that the airplane was 200 feet over a nearby joint military airport at the time.
GPS data revealed that, when pilot reported that the airplane was 2 miles from the destination airport, the airplane’s actual location was about 10 miles from the destination airport and 2 miles from the joint military airport.
The airplane hit a remote wooded area near Fort Walton Beach, Florida, about eight miles northwest of the destination airport.
All four aboard the Beech died in the crash.
At the time of the accident, thunderstorm cells were in the area. A review of the weather information revealed that the pilot’s view of the airport was likely obscured because the airplane was in an area of light precipitation, restricting the pilot’s visibility.
A review of airport information noted that the IFR approach course for the destination airport passes over the joint military airport. The FAA chart supplement for the destination airport noted the airport’s proximity to the other airport.
However, it is likely that the pilot mistook the other airport for the destination airport due to reduced visibility because of weather.
The accident circumstances were consistent with controlled flight into terrain.
Probable cause: The pilot’s controlled flight into terrain after misidentifying the destination airport during a period of restricted visibility due to weather.
NTSB Identification: CEN18FA358
This August 2018 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
I learned to fly in that area and I find it difficult to see how those two airports could be confused if any sort of VFR chart had been used for reference. As for the CFIT, that area is about as flat and near to sea level as it gets so that would most likely have been a matter of not being alert while maneuvering very low to the terrain. If the aircraft had actually been near Destin then the greatest threat would have been the numerous tall condominiums in the vicinity. Just to further clarify, while they refer to Eglin AFB as a joint use airport that is just for the airliners and all civilian traffic goes to Destin. By the way Destin has not had any instrument approaches prior to the RNAV ones that I recall although they might have worked one up using the old Eglin VORTAC prior to it being wiped out by a hurricane (Opal ?). This is just a poor case of piloting in very bad weather. The pilot should have diverted to one of the other civilian airports in the area that do have instrument approaches but I am guessing that the passengers wanted to go to Destin and that is where the pilot intended to get them.
I was flying that day in the same airspace at the same time this accident happened. I was talking to Eglin Approach at 9,000ft in solid IMC heading East towards St. Augustine, Florida on V198.
I can say the weather was bad and getting worse. It got so bad I diverted to Tallahassee, spent the night and completed my trip the next day. I wrote about this incident and the divert in the remarks section of my logbook. It is sad to read the NTSB report.
Why didn’t he fly the instrument approach for safety? Why cancel IFR with weather still around? Sounds like the pilot was incompetent.
Was wondering the same. Things may have been different at the time of the accident, but right now the only approaches at Destin Exec are two RNAV approaches. The only GPS equipment discussed in the report is a handheld GPS 496 unit which is not suitable for RNAV approaches and may explain the reason for cancelling IFR. Reporting two miles from Destin when the airplane was actually two miles from Eglin AFB reminds me of incidents that occurred when GPS was just starting to be used and where the pilot sometimes did not realize that the unit’s active waypoint, and therefore DME distance, was on the wrong location.
Warren: Good insights. Agree with your “early GPS” observation. Still, if the rain and mist was sufficient to obscure terrain that’s “scud running”… not a never a good idea with pax, and generally not a good idea anywhere but over a perfectly flat and obstacle free giant cornfield.