# NTSB BFO96FA032: Cessna 310R, N1269G, Bellville, OH, December 21, 1995 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: December 20, 1995, 20:50 local (Dec 21, 1995, 01:50 UTC) - Place: Bellville, OH - Coordinates: 40.619689, -82.509513 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=40.6197&lon=-82.5095&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 3 fatal - Status: Completed, report October 4, 1996 - Report: Approved by Office Director - NTSB case key (mKey): 9094 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=BFO96FA032 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/9094/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=9094 - Page: https://openairdocs.org/ntsb/BFO96FA032 ## Probable cause the pilot's in-flight loss of aircraft control for undetermined reason(s), which resulted in the airplane exceeding its design stress limitations and an in-flight breakup. ## Analysis The airplane was cruising at 8,000 feet in night, IMC conditions, when the pilot requested and received clearance to climb to 10,000 feet. Radar data showed the airplane leveled off at 10,000 feet. Shortly thereafter, it made an abrupt right turn and descended through 8,300 feet, then radar contact was lost. Witnesses near the accident site heard and/or saw the airplane before it crashed. According to them, the engines revved as if the airplane went into a dive or the pilot 'throttled up.' Also, the airplane was reported to be maneuvering before it crashed. Wreckage was located in an open field, scattered over a distance of 550 feet. The horizontal stabilizers and elevators were found near the western end of the wreckage path, 184 feet west of the main impact crater. The left and right wing were found 60 and 101 feet east of the main crater, respectively. Also, the engines had separated from the main wreckage and were found in two craters about 50 feet apart. Examination revealed the horizontal stabilizers had failed down and aft, and the wings had failed downward. The airspeed indicator was found with a reading of over 260 knots. The airplane's never exceed speed was 227 KCAS. About 12 miles north of the accident site, the weather was in part: 2400 feet overcast with 7 miles visibility; witnesses reported that snow was falling. The pilot of another aircraft reported light icing conditions between 4,000 and 11,500 feet. ## Factual narrative HISTORY OF FLIGHT On December 20, 1995, at 2050 eastern standard time (EST), a Cessna 310R, N1269G, collided with terrain near Bellville, Ohio. The certificated flight instructor (CFI), the dual student, and the pilot rated passenger were fatally injured. The airplane was destroyed. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed. The dual instructional flight was conducted under 14 CFR Part 91, and originated in Philadelphia, Pennsylvania, at 1815 EST. The intended destination was Fort Wayne, Indiana. The pilot departed Omaha, Nebraska, on the morning of December 20, on a dual cross country with his student and a pilot rated passenger. The intended destination was Philadelphia, Pennsylvania, with a planned stop for fuel in Ft. Wayne, Indiana. When the aircraft arrived in Philadelphia, the pilot rated passenger called his ex-roommate and reported that the aircraft, "...was leaking a fluid." One of the mechanics at Atlantic Aviation at the airport in Philadelphia, stated that the pilot, "...informed me that he had a red dye leak in the right prop hub area...I informed him that the nearest place for propeller tech work is Sensenich Prop Co...I gave him the phone number and told him they could better assist him." The mechanic at Atlantic Aviation stated that, "...the pilot told me he had spoken to his Director of Maintenance...and they wanted me to remove the spinner and tell them what I saw...I removed the spinner and found a concentration of red dye at the base of one of the props, but I could not determine the exact point of origin...the pilot informed me that he noticed the red dye when he landed at Fort Wayne, Indiana...I questioned him as to what was done at Fort Wayne, and was told the dye was wiped down." The pilot told the mechanic to put the spinner back on the propeller. The mechanic reinstalled the propeller spinner before the aircraft departed Philadelphia. According to telephone credit card calling records, the pilot placed a telephone call from Philadelphia to the telephone number he received from the Atlantic Aviation mechanic, to contact Sensenich Propeller Company. During a postaccident interview with Sensenich Propeller Company personnel, they indicated that there was no record of a conversation with the pilot, nor did any Sensenich employees recall speaking to the pilot of the accident airplane. According to the Federal Aviation Administration (FAA) Inspector, the flight was returning to it's home base in Omaha, Nebraska, with a refueling stop in Indiana, reversing the route that was flown to Philadelphia earlier that day. According to Air Traffic Control (ATC) records, at 0012:28 EST the aircraft was in cruise flight at 8,000 feet Mean Sea Level (MSL). At 0140 EST, the pilot reported that he was in instrument meteorological conditions (IMC). According to the Cleveland Air Route Traffic Control Center (ARTCC) records, the pilot requested permission to climb to 10,000 feet MSL at 0142 EST. At 0143:24 EST, ATC approved the pilot's request to climb to 10,000 feet. According to the ARTCC controller, the flight climbed to 10,000 feet, and leveled off approximately 20 miles southeast of Mansfield. The controller then noted that the airplane's altitude changed to 9400 feet, then 8300 feet. At 0149:48 EST the ARTCC controller advised the pilot that the airplane's transponder signal was lost. No further reports or requests were made by the pilot. Four airplanes in the area tried to establish radio contact with the accident airplane, but there was no response. At 0200 EST, an airplane operating in the vicinity of the accident airplane, reported light icing between 4,000 feet and 11,500. A witness who was working at the gas station near the crash site, stated, "I [saw] a bright light pass over the gas station, I heard the motor of the airplane it was making a loud whining noise. I seen the plane then go over the hill and then I heard a loud crash. The weather was cloudy and it was snowing at the time of the accident...and it was dark." According to the National Transportation Safety Board's radar study specialist, examination of the National Tracking Analysis Program (NTAP) primary and secondary radar data from Cleveland ARTCC revealed that the airplane was tracking on a west-northwest heading at an altitude of approximately 8,000 feet MSL with ground speeds fluctuating, around 150 knots. The aircraft continued west-northwest for 22 seconds and the ground speed decreased to approximately 130 knots. Between 0144:22 EST and 0145:43 EST, the aircraft turned to a west-southwest heading, climbed from 8,100 to 9,300 feet MSL, and the ground speed increased to approximately 140 knots. Radar data indicated that between 0145:43 EST and 0146:03 EST, the aircraft was on a south-southwest heading and it's altitude increased to 9,400 feet MSL while ground speeds remained at approximately 140 knots. Then the aircraft held a northwesterly heading for 51 seconds, increased its altitude to 9,900 feet MSL, and the ground speed decreased to approximately 120 knots. Radar data revealed that, between 0146:54 EST and 0147:24 EST, the aircraft was on a 270 degree heading, the altitude increased to 10,000 feet MSL, and ground speeds increased to approximately 140 knots. According to the radar data study, for 41 seconds (between 0147:24 EST and 0148:05 EST), the aircraft was on a west south-westerly heading at an altitude of 10,000 feet MSL, with ground speed increasing to 150 knots. The radar data indicated that, between 0148:05 EST and 0149:06 EST, the aircraft made a sharp right turn, and descended through 8,300 feet MSL. The aircraft impacted terrain during the hours of darkness at 40 degrees, 38 minutes, and 83 seconds north latitude and 82 degrees, 32 minutes, and 10 seconds west longitude. Witness statements, the radar data study, and excerpts from the FAA's ATC package are appended. PERSONNEL INFORMATION The CFI held a commercial pilot certificate with single engine and multi-engine land ratings. He also held certificated flight instructor and instrument airplane ratings. According to the CFI's log book, he had accumulated over 750 hours of total flight time, including 100 hours in the accident make and model airplane. The CFI had logged more than 33 hours of actual instrument time and 45 hours of night flight time. The last recorded actual instrument time and night time in the CFI's log book was October 4, 1995. The CFI held a valid FAA medical certificate, with no waivers/limitations, which was issued March 22, 1995. The dual student held a private pilot certificate with a single engine land and instrument rating. According to his application for his third class medical certificate dated September 1, 1994, he had reported 250 hours of flight time. (See Supplement E, attached.) The pilot rated passenger held a private pilot certificate with a single engine land rating. According to his application for his second class medical certificate dated May 18, 1995, he reported 5 hours of flight time. (See Supplement E, attached.) AIRCRAFT INFORMATION At the time of the accident, according to the airplane's maintenance log books, the aircraft had accumulated over 3,248 hours of flight time. It received a 100 hour inspection on August 4, 1995. The airplane accumulated over 50 hours of flight time since the most recent inspection. METEOROLOGICAL INFORMATION At 2045 eastern standard time, Mansfield Airport, Mansfield, located about 12 miles north of the accident site issued the following observation: Sky condition, ceiling 2400 feet overcast; visibility, 7 miles in light snow; temperature, 17 degrees Fahrenheit (F); dew point, 14 degrees Fahrenheit (F); winds out of 240 degrees at 10 knots; and altimeter 29.91 inches Hg. Witnesses reported that it was snowing on the ground at the time of the accident. A ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, cruise - light condition - dark night - weather condition - clouds - weather condition - snow - weather condition - icing conditions - aircraft control - not maintained, pilot in command (cause) - Airframe/component/system failure/malfunction, descent - uncontrolled - design stress limits of aircraft - exceeded, pilot in command (cause) - horizontal stabilizer - overload - horizontal stabilizer - separation - wing - overload - wing - separation - In flight collision with terrain/water, descent - uncontrolled ## Aircraft - Registration: [N1269G](https://openairdocs.org/deregistered/N1269G-1997-02-19), registration cancelled 1997-02-19, S/N 310R0689 (OpenAirDocs) - Reported make and model: Cessna 310R - Registry model: [Cessna 310R](https://openairdocs.org/model/cessna-310r) (registry code 2074245) (OpenAirDocs) - Category: Airplane - Serial number: 310R0689 - Airframe hours: 3248 - Engines: Continental IO-520-M 285 horsepower reciprocating - Damage: Destroyed - Flight: Instructional, Part 91 - Registered owner: Sky Harbor Air Service - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, August 4, 1995, 50 hours before - Departed: PHL, PHILADELPHIA, PA - Destination: FTW, FORT WAYNE, IN - Flight plan: IFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 22; commercial, flight instructor; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; toxicology performed; flight hours: 750 total, 100 in this make and model, 600 as pilot in command, 90 in the last 90 days, 30 in the last 30 days, 4 in the last 24 hours ## Weather - Conditions: Instrument (IMC), Night/dark - Wind: 240° at 10 knots - Visibility: 7 statute miles - Lowest ceiling: 2,400 ft overcast - Temperature: 18 °F, dew point 14 °F - Altimeter: 29.00 inHg - Observed at: MFD, 12 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19951220041549A](https://openairdocs.org/incident/19951220041549A), Dec 20, 1995: Cessna 310R, Mansfield, OH, Destroyed, 3 fatal. Appeared right propeller problem. Lost control and crashed. (-23) on December 20, 1995, at 2050 eastern daylight time, N1269G, a Cessna 310R, collided with… ## Other investigations on N1269G (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB FTW78DQD20](https://openairdocs.org/ntsb/FTW78DQD20), May 18, 1978: Cessna 310R (N1269G), Fort Stockton, TX, substantial damage ## Docket (34 files) The files NTSB released with the investigation on September 3, 1996, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=9094. 7.4 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 600 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422904&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Supplement A (item 2, .PDF, 199 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052498&FileExtension=.PDF&FileName=Supplement%20A-Master.PDF - Supplement B (item 3, .PDF, 308 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052499&FileExtension=.PDF&FileName=Supplement%20B-Master.PDF - Supplement E (item 4, .PDF, 195 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422905&FileExtension=.PDF&FileName=Supplement%20E-Redacted.PDF - Supplement K (item 5, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052531&FileExtension=.PDF&FileName=Supplement%20K-Master.PDF - Recorded Radar Study (item 6, .PDF, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422906&FileExtension=.PDF&FileName=Recorded%20Radar%20Study-Redacted.PDF - State Highway Patrol Report (item 7, .PDF, 615 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422907&FileExtension=.PDF&FileName=State%20Highway%20Patrol%20Report-Redacted.PDF - Maps or Charts of Accident Area, Wreckage Diagrams (item 8, .PDF, 297 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052504&FileExtension=.PDF&FileName=Maps%20or%20Charts%20of%20Accident%20Area,%20Wreckage%20Diagrams-Master.PDF - Maps or Charts of Accident Area, Wreckage Diagrams (item 9, .PDF, 566 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052505&FileExtension=.PDF&FileName=Maps%20or%20Charts%20of%20Accident%20Area,%20Wreckage%20Diagrams-Master.PDF - Report from Propeller Exam (item 10, .PDF, 101 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422908&FileExtension=.PDF&FileName=Report%20from%20Propeller%20Exam-Redacted.PDF - Richland County Sheriff's Office (item 11, .PDF, 125 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422909&FileExtension=.PDF&FileName=Richland%20County%20Sheriff%27s%20Office-Redacted.PDF - Weather information located in wreckage (item 12, .PDF, 125 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052508&FileExtension=.PDF&FileName=Weather%20information%20located%20in%20wreckage-Master.PDF - Excerpts from ATC Package (item 13, .PDF, 914 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422910&FileExtension=.PDF&FileName=Excerpts%20from%20ATC%20Package-Redacted.PDF - Statement of Party Representatives to NTSB Investigation (item 14, .PDF, 300 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422911&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Release of Aircraft Wreckage, NTSB Form 6120.15 (item 15, .PDF, 57 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422912&FileExtension=.PDF&FileName=Release%20of%20Aircraft%20Wreckage,%20NTSB%20Form%206120.15-Redacted.PDF - Toxicological Reports (item 16, .PDF, 144 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40422913&FileExtension=.PDF&FileName=Toxicological%20Reports-Redacted.PDF - Photo 1. Damage to trees near accident site (item 17, .PDF, 76 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052513&FileExtension=.PDF&FileName=Photo%201.%20%20Damage%20to%20trees%20near%20accident%20site-Master.PDF - Photo 2. Wreckage disbribution (item 18, .PDF, 45 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052514&FileExtension=.PDF&FileName=Photo%202.%20%20Wreckage%20disbribution-Master.PDF - Photo 3. Right wing (Photo by Continental-- Negative not available) (item 19, .PDF, 41 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052515&FileExtension=.PDF&FileName=Photo%203.%20%20Right%20wing%20(Photo%20by%20Continental--%20Negative%20not%20available)-Master.PDF - Photo 4. Left wing (Photo by Continental - Negative not available) (item 20, .PDF, 40 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052516&FileExtension=.PDF&FileName=Photo%204.%20%20Left%20wing%20(Photo%20by%20Continental%20%20-%20%20Negative%20not%20available)-Master.PDF - Photo 5. Right horizontal stabilizer (Photo by cessna Negative not available) (item 21, .PDF, 28 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052517&FileExtension=.PDF&FileName=Photo%205.%20%20Right%20horizontal%20stabilizer%20(Photo%20by%20cessna%20%20Negative%20not%20available)-Master.PDF - Photo 6. Horizontal stabilizer (Photo by Cessna Negative not available) (item 22, .PDF, 32 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052518&FileExtension=.PDF&FileName=Photo%206.%20%20Horizontal%20stabilizer%20(Photo%20by%20Cessna%20%20Negative%20not%20available)-Master.PDF - Photo 7. Left elevator (item 23, .PDF, 37 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052519&FileExtension=.PDF&FileName=Photo%207.%20%20Left%20elevator-Master.PDF - Photo 8. Right elevator (Photo by Cessna - Negative not available) (item 24, .PDF, 33 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052520&FileExtension=.PDF&FileName=Photo%208.%20%20Right%20elevator%20%20(Photo%20by%20Cessna%20%20-%20Negative%20not%20available)-Master.PDF - Photo 9. Dorsal fin (Photo by Cessna - Negative not available) (item 25, .PDF, 43 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052521&FileExtension=.PDF&FileName=Photo%209.%20%20Dorsal%20fin%20%20(Photo%20by%20Cessna%20-%20Negative%20not%20available)-Master.PDF - Photo 10. Vertical stabilizer (Photo by Cessna - Negative not available) (item 26, .PDF, 40 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052522&FileExtension=.PDF&FileName=Photo%2010.%20Vertical%20stabilizer%20%20(Photo%20by%20Cessna%20%20-%20Negative%20not%20available)-Master.PDF - Photo 11. Section of rudder (Photo by Cessna - Negative not available) (item 27, .PDF, 31 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052523&FileExtension=.PDF&FileName=Photo%2011.%20%20Section%20of%20rudder%20(Photo%20by%20Cessna%20-%20Negative%20not%20available)-Master.PDF - Photo 12. Lower section of rudder (Photo by Cessna - Negative not available) (item 28, .PDF, 33 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052524&FileExtension=.PDF&FileName=Photo%2012.%20%20Lower%20section%20of%20rudder%20%20(Photo%20by%20Cessna%20-%20Negative%20not%20available)-Master.PDF - Photo 13. Left main spar, lower spar cap (Photo by cessna - Negative not available) (item 29, .PDF, 33 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052525&FileExtension=.PDF&FileName=Photo%2013.%20%20Left%20main%20spar,%20lower%20spar%20cap%20%20(Photo%20by%20cessna%20%20-%20Negative%20not%20available)-Master.PDF - Photo 14. Right main spar (item 30, .PDF, 47 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052526&FileExtension=.PDF&FileName=Photo%2014.%20%20Right%20main%20spar-Master.PDF - Photo 15. Right hand propeller (Photo by Continental - Negative not available) (item 31, .PDF, 34 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052527&FileExtension=.PDF&FileName=Photo%2015.%20%20Right%20hand%20propeller%20%20(Photo%20by%20Continental%20%20%20-%20Negative%20not%20available)-Master.PDF - Photo 16. Left hand Propeller (Photo by Cessna - Negative not available) (item 32, .PDF, 33 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052528&FileExtension=.PDF&FileName=Photo%2016.%20%20Left%20hand%20Propeller%20%20(Photo%20by%20Cessna%20%20-%20Negative%20not%20available)-Master.PDF - Photo 17. Airspeed indicator (Negative not available) (item 33, .PDF, 27 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052529&FileExtension=.PDF&FileName=Photo%2017.%20%20Airspeed%20indicator%20%20(Negative%20not%20available)-Master.PDF - Photo 18. Vertical speed indicator (Negative not available) (item 34, .PDF, 47 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40052530&FileExtension=.PDF&FileName=Photo%2018.%20%20Vertical%20speed%20indicator%20%20(Negative%20not%20available)-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.