20000106000879A

(-23) Aircraft departed avp on 1/6/2000 at 2031Z in VFR flight to new haven, CT. Aircraft made one instrument approach at new haven, touch and go landing, and proceeded en route to avp. Aircraft practiced numerous touch and go landings at avp. Aircraft experienced problems on downwind leg to runway 22 at avp. Aircraft experienced loss of power and made an attempted emergency landing off airport. Aircraft was destroyed and there were two fatalities. (.19) on January 6, 2000, about 1735 eastern standard time, a Cessna 310N, N70CM, was substantially damaged when it descended into terrain in old forge, Pennsylvania, while on approach to Wilkes-Barre/Scranton international airport (avp), Wilkes-Barre, Pennsylvania. The certificated flight instructor and student pilot/owner were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the instructional flight conducted under 14 CFR part 91. According to a federal aviation administration (FAA) inspector, and review of recorded transmissions between N70CM and the avp control tower; the pilots departed avp about 1520, and flew to tweed-new haven airport (hvn), new haven, Connecticut. They completed o NE instrument approach to hvn, but did not land. They then flew to the lake henry VOR, and made a low pass over the flight instructor's private airstrip. The pilots returned to avp and performed two touch and go landings to runway 22. During the approach to the third landing, on a right downwind leg, one of the pilots advised the control tower that they had a problem. The local controller asked the pilot what he would like to do. The pilot stated that he was "trying to straighten it out." Approximately 10 seconds later, the local controller asked the pilot if there was anything he could do. The pilot stated "not right now." There were no more recorded transmissions from N70CM.witnesses reported hearing the engines revving, "like a snowmobile in the distance." They stated that during a 5-6 second period, about 3 times, the engines sounded "as if they were coughing." They then sounded quiet, followed by a loud revving sound. According to video provided by a local news station, the airplane appeared to be in a slight right turn, and nose down, as it descended below the tree line. The accident occurred during the hours of night; located approximately 41 degrees 21.62 minute s north longitude, and 75 degrees 43.58 minutes west latitude. The wreckage was examined at the accident site from January 6 through January 8. It was observed intact, approximately 30 degrees nose down into a berm, and oriented to a 105 degree magnetic heading. The accident site was about 1 mile north of avp. All major components of the airplane were accounted for at the accident site. Flight control continuity was confirmed from all control surfaces to the forward cabin area. The right wing sustained impact damage to the leading edge. The aileron was slightly deflected downward. The flap was partially extended, about 15 degrees. The wingtip was separated from the wing. It was observed crushed and charred. The inboard auxiliary fuel tank was intact, and appeared absent of fuel. The landing gear was in the retracted position. The empennage, aft of the cargo door, appeared undamaged. It was inline with the fuselage, and no twisting or cantering was observed. The elevator was slightly deflected downward, and the rudder was slightly deflected to the left. The left wing was partially separated at the root, bent forward, and lying on top of a fallen tree. There was impact damage to the leading edge. The aileron was deflected upward, and the flap was extended approximately 15 degrees. The wingtip was separated from the wing. It was observed crushed and charred. The inboard auxiliary fuel tank was intact and appeared absent of fuel. The cockpit area was crushed and buckled. The fuel selectors were not visible. Although linkage in both wings indicated that both selectors were in the "off" position, a representative from the airplane manufacturer stated that it was common for the linkage to be forced into the "off" position when subjected to impact forces. When the wreckage was recovered from the berm; the left fuel selector was observed in the "left aux" position, and the right fuel selector was in the "left crossfeed" position. However, the representative from the airplane manufacturer reiterated that the selectors could have been forced into the positions during impact, or recovery from the berm. The throttle levers, propeller levers, and mixture controls appeared in the forward positions. The left fuel boost pump was observed in the "low" position, and the right fuel boost pump was observed in the "high" position. Both propellers were foun d attached to their respective engines, and partially buried approximately 2 feet into the berm. One blade from each propeller was not buried, and each appeared undamaged. After recovery, the two blades from each propeller that were buried, were all bent aft. None of the blades exhibited s-bending or twisting. The valve covers and top spark plugs from both engines were removed for inspection. Oil was present in all cylinders. The spark plug electrodes were intact, absent of debris, and light gray in color. Both engines were rotated by hand. Valve train continuity was confirmed, and thumb compression was attained on all cylinders. Both left engine magnetos produced a spark at a lead. The right magneto, of the right engine also produced a spark at a lead. The left magneto of the right engine did not produce a spark at a lead. However, a representative from the engine manufacturer stated that the magnetos were a shower of sparks system, rather than utilizing impulse couplings. He stated that a greater propeller RPM would be required to get all magnetos to spark at all the leads. The fuel injection manifold covers were removed on both engines, and fuel was present. The mec hanical fuel pumps from both engines were removed and inspected. There was no visible damage to the pumps, or the couplings. The mixture control units of both engines were examined, and both appeared to be in the full power position. Only a few drops of fuel were present in the mechanical fuel pumps, and the fuel lines from the pumps, to the mixture controls, to the injection manifolds in both engines. Additionally, a witness at the accident site stated that he did not smell fuel. He extinguished both wingtip fires with two handheld fire extinguishers. According to records of the fixed based operator, where the owner/student pilot kept the airplane, the airplane was last flown on December 30, 1999. After the flight, both main fuel tanks were fueled to capacity. According to a hobbs sheet, the accident flight lasted 2.4 hours. The airplane was equipped with two main fuel tanks, one for each engine, located at the wingtips. Each main tank had a 51 gallon capacity, of which, 50 gallons were useable. The airplane was also equipped with two auxiliary fuel tanks, located at the inboard section of the wings. Each auxiliary tank had a 20.5 gallon capacity, of which, 20 gallons wer e useable. The airplane was not equipped with optional winglocker tanks. Both propellers, all four magnetos, and the right propeller governor were retained for further examination. (.4)several witnesses saw the airplane before impact, and heard engine noise oscillating between no power and high power. Examination of the wreckage revealed that the two main fuel tanks were ruptured and charred, but the two auxiliary fuel tanks were not compromised, and appeared absent of fuel. Only drops of fuel were found in the mechanical fuel pumps, fuel lines from the pumps to the mixture controls, and the fuel lines from the mixture controls to the injection manifolds. Examination of the airframe, engines, and propellers, did not reveal any pre-impact mechanical malfunctions. Review of the fueling records revealed that all four tanks were completely fueled about 1 month prior to the accident. The airplane was operated several times after that fueling, and fuel was added to the main fuel tanks on four occasions before the accident. However, fuel was never added to the auxiliary fuel tanks. Although both auxiliary fuel tanks appeared absent of fuel at th e accident site, the investigative team was unable to confirm the fuel selector positions prior to impact. The flight instructor had about 50 hours of flight experience in the make and model accident airplane, and the pilot/owner had about 100 hours of flight experience in the accident airplane.