Cessna 310D and Beech A36 mid-air collision near Stuart, Florida, March 14, 2000
On March 14, 2000 at about 7:35 pm local time, 2 aircraft, Cessna 310D (N6744T) and Beech A36 (N51ML), were involved in a mid-air collision near Stuart, Florida (Witham Field). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of both pilots to maintain an adequate visual lookout, resulting in both airplanes colliding in flight. Contributing to the accident were: 1) inadequate approach/departure control service by ATC approach/departure personnel, and the failure of the radar approach controller to advise the local tower controller of the change in approach procedure for N51ML; 2) the excessive and extraneous radio communications by the local controller which prevented both pilots from providing timely position information during the critical period prior to the midair collision.
the failure of both pilots to maintain an adequate visual lookout, resulting in both airplanes colliding in flight. Contributing to the accident were: 1) inadequate approach/departure control service by ATC approach/departure personnel, and the failure of the radar approach controller to advise the local tower controller of the change in approach procedure for N51ML; 2) the excessive and extraneous radio communications by the local controller which prevented both pilots from providing timely position information during the critical period prior to the midair collision.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 14, 2000 · about 7:35 pm local time
- Place
- Stuart, Florida · Witham Field · map
- Type
- Accident · mid-air collision
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 310D · all 310Ds on the register
- Registration
- N6744T · no longer on the register · serial 39044
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
- Aircraft 2
- Beech A36 · all A36s on the register
- Registration
- N51ML · registry record · serial E3105
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 310D final · quoted from the NTSB record
The pilot of the Cessna 310 (N6744T) had been on a right base for runway 7, and at 1433:30, had at the Stuart tower controller's request, verified that it was the Cessna 310 that was turning on final for runway 7. At 1433:33 the controller cleared the pilot of the Cessna 310 to land on runway 7. Previously, the pilot of the Beech A-36 (N51ML) had requested from, and had been cleared by the Palm Beach Arrival Radar North Controller, to execute the global positioning system (GPS) instrument approach to runway 12 at Stuart, and the procedure had been coordinated with the local tower controllers at Stuart. Shortly thereafter however, the initial Palm Beach Approach controller was relieved, and the relieving approach controller issued the pilot of the Beech A-36 a visual approach clearance to Stuart, along with a radio frequency communications handoff to the Stuart (local) tower controller, which the pilot of the Beech A-36 accepted. However, no follow-up coordination had been conducted between the Palm Beach Approach controllers and the local tower controllers to advise that the Beech A-36 was no longer executing the GPS approach to runway 12. Meanwhile, the Beech A-36 was proceeding inbound to Stuart, from its present position, lining up with runway 7. During the same time period, in response to an inquiry, the local controller had become engaged in a conversation about operations near the airport, and the conversation, interspersed with other air traffic control instructions, limited communications contact, while the Cessna 310 and the Beech A-36 were proceeding inbound to the airport. At 1433:58 the pilot of Beech A-36 informed the local tower controller that he was on a 2 mile final for runway 7, and the local tower controller responded that the Beech A-36 had been expected to execute the GPS approach to runway 12. Shortly thereafter, the Cessna 310 and Beech A-36 collided with each other, in flight, in the traffic pattern, while both were approaching to land on runway 07 at Stuart. During the collision Cessna 310 incurred minor damage, but the pilot continued the approach, and landed safely at Stuart. After the collision, the pilot of Beech A-36 terminated the approach and proceeded to North County Airport, where he landed without further incident. Examination of Beech revealed that the left wing spar had been bent.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The NTSB's narrative for the Beech A36 final · quoted from the NTSB record
The pilot of the Cessna 310 (N6744T) had been on a right base for runway 7, and at 1433:30, had at the Stuart tower controller's request, verified that it was the Cessna 310 that was turning on final for runway 7. At 1433:33 the controller cleared the pilot of the Cessna 310 to land on runway 7. Previously, the pilot of the Beech A-36 (N51ML) had requested from, and had been cleared by the Palm Beach Arrival Radar North Controller, to execute the global positioning system (GPS) instrument approach to runway 12 at Stuart, and the procedure had been coordinated with the local tower controllers at Stuart. Shortly thereafter however, the initial Palm Beach Approach controller was relieved, and the relieving approach controller issued the pilot of the Beech A-36 a visual approach clearance to Stuart, along with a radio frequency communications handoff to the Stuart (local) tower controller, which the pilot of the Beech A-36 accepted. However, no follow-up coordination had been conducted between the Palm Beach Approach controllers and the local tower controllers to advise that the Beech A-36 was no longer executing the GPS approach to runway 12. Meanwhile, the Beech A-36 was proceeding inbound to Stuart, from its present position, lining up with runway 7. During the same time period, in response to an inquiry, the local controller had become engaged in a conversation about operations near the airport, and the conversation, interspersed with other air traffic control instructions, limited communications contact, while the Cessna 310 and the Beech A-36 were proceeding inbound to the airport. At 1433:58 the pilot of Beech A-36 informed the local tower controller that he was on a 2 mile final for runway 7, and the local tower controller responded that the Beech A-36 had been expected to execute the GPS approach to runway 12. Shortly thereafter, the Cessna 310 and Beech A-36 collided with each other, in flight, in the traffic pattern, while both were approaching to land on runway 07 at Stuart. During the collision Cessna 310 incurred minor damage, but the pilot continued the approach, and landed safely at Stuart. After the collision, the pilot of Beech A-36 terminated the approach and proceeded to North County Airport, where he landed without further incident. Examination of Beech revealed that the left wing spar had been bent.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record for the Cessna 310D from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 10,562 hours in all; 1,121 in this make and model; 8 in the last 90 days; 3 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,840 hours
- Last inspection: annual inspection, October 7, 1999; 24 hours since
- Maximum gross weight: 4,850 lb
- Seats: 5
- Landing gear: retractable
- Engine: Continental IO-470D (piston); 0 hours total
The flight
- Departed from: LNA Lantana FL at 2:10 pm
- Destination: SUA
- Flight plan: none
- Runway 7, 4,652 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 090° at 14 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 10,000 ft; scat at 3,700 ft
- Temperature: 73°F (23°C), dew point 55°F (13°C)
- Altimeter: 30.00 inHg
- Observation at 7:53 pm from SUA
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
The factual record for the Beech A36 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 5,305 hours in all; 400 in this make and model; 36 in the last 90 days; 10 in the last 30 days; 4,000 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 393 hours
- Last inspection: annual inspection, September 9, 1999; 61 hours since
- Maximum gross weight: 3,663 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-550B (piston); 0 hours total
The flight
- Departed from: LAL Lakeland FL at 6:30 pm
- Destination: SUA
- Flight plan: IFR
- Runway 7, 4,652 ft by 100 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.