# NTSB CHI08FAMS1: Cessna 310N, N5030Q, Keflavík, Iceland, February 11, 2008 - Type: NTSB accident investigation - Classification: Accident · Fatal · Missing aircraft · Final report - Date: February 11, 2008, 16:11 local (16:11 UTC) - Place: Keflavík, Iceland - Coordinates: 63.77111, -24.564443 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=63.7711&lon=-24.5644&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Unknown or undetermined](https://openairdocs.org/ntsb-events/000) - Highest injury: Fatal - Injuries: 1 fatal - Status: Completed, report May 6, 2009 - Report: Approved by Office Director - Parties: Aircraft Accident Investigation Board - Iceland - NTSB case key (mKey): 67579 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI08FAMS1 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/67579/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=67579 - Page: https://openairdocs.org/ntsb/CHI08FAMS1 ## Probable cause The reported loss of both engines' power during cruise for undetermined reasons. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Cessna 310N, 1 case](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=2074234), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Unknown or undetermined](https://openairdocs.org/ntsb-events/000) (defining event); cases with it: [Cessna 310N, 1 case](https://openairdocs.org/ntsb-events/000/sequence.md?model=2074234), [All aircraft, 1,703 cases](https://openairdocs.org/ntsb-events/000/sequence.md) - [Emergency descent: Ditching](https://openairdocs.org/ntsb-events/441); cases with it: [Cessna 310N, 1 case](https://openairdocs.org/ntsb-events/441/sequence.md?model=2074234), [All aircraft, 186 cases](https://openairdocs.org/ntsb-events/441/sequence.md) ## Analysis ** This report was modified on July 5, 2023. Please see the docket for this accident to view the original report.** The twin-engine airplane was being ferried across the Atlantic Ocean. About 1540, the pilot reported an engine power loss to Icelandic air traffic control. The pilot reported that he could not transfer fuel and subsequently reported a loss of power to both engines. About 1609, a transmission of "Go Reykjavik 3Q" was received from the airplane. That was the last transmission from the airplane. Search and rescue operations were conducted but no evidence of the airplane or the pilot was found. Fifteen years, one month, and 11 days after the airplane was lost, a large fishing trawler caught wreckage from the airplane in its fishing nets. The trawler was about 51.5 nm west of the Keflavik Airport. The wreckage consisted of an engine and propeller, an engine nacelle, left wing parts, and a bag containing logbooks. Remains from the pilot were also confirmed. An examination of the wreckage provided no additional information. ## Factual narrative The Aircraft Accident Investigation Board - Iceland provided an accredited representative to the investigation. On March 8 and 9, 2023, fifteen years, one month, and 11 days after the airplane was lost, a large fishing trawler caught wreckage from the airplane in its fishing nets. The trawler was about 51.5 nm west of the Keflavik Airport. The wreckage consisted of an engine and propeller, an engine nacelle, left wing parts, and a bag containing logbooks. Remains from the pilot were also confirmed. An examination of photographs of the wreckage provided by Safety Investigation Authority of Iceland confirmed that the airplane’s left engine, left propeller, and parts from the airplane’s left nacelle, wing, and left aileron were recovered. An examination of the propeller showed the hub and all three blades intact. Two of the blades were near low pitch or the start lock “latch” stop, and the third blade was near the feather blade angle. The blades were bent toward the face side of the blades and all three blades had their tips still attached, all consistent with a propeller rotating with low rotational energy. There were no indications of any failure or malfunction of the propeller prior to the accident sequence. Damage to the propeller was consistent with its impact with the water. Photographs of the engine showed it intact with heavy rust and barnacles attached. From the information provided and information that was gathered at the time the airplane went missing, it was determined that no further examination of the engine would be conducted. Examination of the left wing parts and aileron showed damage consistent with a water impact. The airplane wreckage was retained by the Safety Investigation Authority of Iceland. A search for the rest of the airplane wreckage was not conducted. N5030Q, a 1968 Cessna 310N, was a six-seat, twin engine, low wing, retractable tricycle landing gear airplane with serial number 310N-0130. A review of copied airplane logbook excerpts revealed a total airframe time of 5,964.8 hours at the last annual inspection. That last annual inspection was completed on January 16, 2008. An export certificate of airworthiness, dated February 2, 2008, showed that the airplane had a Teledyne Continental Motors (TCM) IO-470-VO engine, serial number 149459-72V, installed on its left side. Total time on the left engine at the last annual inspection was 5,874.4 hours, with 47.8 hours since major overhaul. The airplane had a TCM IO-470-VO engine, serial number 901044, installed on its right side. Total time on the right engine at the last annual inspection was 4,152.4 hours, with 47.8 hours since major overhaul. According to information from the Icelandic Accredited Representative, about 1540 the pilot reported to Icelandic ATC that he had a problem. The pilot explained that the airplane was operating on one engine due to fuel starvation and requested to change his flight plan and land at Keflavík International Airport (BIKF). ATC requested the pilot to repeat the message. The pilot repeated that the airplane was running on one engine due to fuel starvation. ATC responded by clearing the airplane direct to BIKF. ATC asked the pilot to confirm that the airplane was running on one engine which the pilot confirmed. ATC called BIKF Approach and informed approach controllers of the situation. About 1543, ATC called the pilot to inquire if assistance was required after landing at BIKF. The pilot replied that he was not sure if he was going to make it all the way into BIKF. The communication was not clear so ATC requested the pilot to repeat the message. ATC did not get a response from the pilot and repeated the request without any further response. ATC noticed that the airplane was losing altitude. About 1545, the pilot reported that he would most likely not reach BIKF and was descending. About 1547, ATC noticed that the airplane was climbing a little again. About 1549, the pilot reported a problem. He indicated that it was not possible to transfer fuel from left to right most likely due to icing. The pilot also stated that making BIKF would be tight, if he could make it at all, on the remaining fuel. About 1554, the pilot asked ATC about the weather. Another ATC controller relieved the original controller and informed the pilot of the weather condition at BIKF. ATC asked the pilot to confirm his intentions were to fly direct to BIKF and land using runway 29. The pilot indicated that he would like to take the shortest way to BIKF and stated that it would be unlikely that he would make BIKF on the remaining usable fuel. ATC queried the pilot and the pilot repeated that he could not transfer fuel from one side to another, most likely due to icing. ATC told the pilot to continue to BIKF and cleared the airplane to descend at pilot's discretion. The pilot responded that he would wait on descending as long as possible. About 1604, the pilot reported that he would most likely not reach BIKF. ATC informed the pilot that a helicopter was requested but was not sure if it was airborne yet. ATC queried the pilot and he reported that he now had lost power on both engines and was going down. About 1607, ATC called another aircraft in the area and requested assistance in relaying communications. About 1608, ATC received information of a ship in the area and tried to advise the airplane of the ship's location. ATC did not receive any response to the transmission of the ship's location. About 1609, a transmission of "Go Reykjavik 3Q" was received from the airplane. That was the last transmission from the airplane. On February 11, 2008, about 1611 coordinated universal time, a Cessna 310N, N5030Q, was presumed to have sustained substantial damage when the pilot reported ditching in the Atlantic Ocean, approximately 50 miles to the west of Keflavik, Iceland. The commercial pilot was presumed to be fatally injured. The 14 CFR Part 91 ferry flight departed Narsarsuaq Airport (BGBW), near Narsarsuaq, Greenland, and was destined for Reykjavik Airport (BIRK), near Reykjavik, Iceland. The purpose of the flight was to ferry the airplane from a seller in the United States to a purchaser in Bulgaria. During the ferry operation the pilot detected an unsatisfactory magneto check during a preflight inspection. An aviation maintenance engineer (AME) replaced the airplane's left magneto on its left engine at the Sept Iles Airport (CYZV), near Sept Iles, Quebec, on February 9, 2008. The airplane's engines were run on the ground by the AME prior to the airplane's departure. Receipts showed that the airplane was serviced at CYZV with 298 liters (about 78.7 gallons) of aviation gasoline before its departure to the Goose Bay Airport (CYYR), near Goose Bay, Newfoundland. The airplane was serviced at CYYR on February 10, 2008. Receipts showed that the airplane was "topped off" at CYYR with 183 liters (about 48.3 gallons) of aviation gasoline. The pilot's flight plan from CYYR to BGBW indicated that he had 5 hours of fuel onboard. The lineman performing the refueling in Greenland reported that he had started fueling the left main tank and was stopped by the pilot when he had filled the tank with 69 liters of fuel. The lineman was told to fill both tip tanks and fill the right main tank to bring the airplane's total fueling service to 240 liters (about 63.4 gallons). The pilot's flight plan from BGBW to BIRK indicated that he had 4 hours and 30 minutes of fuel onboard. A direct route of flight between BGBW and BIRK had a true course of 64 degrees and was about 668 nautical miles long. On February 11, 2008, about 1540, the pilot reported an engine power loss during the accident flight to Icelandic air traffic control (ATC). A depiction of Icelandic radar data showed that the airplane's track was in a descent. About 1610, the radar recorded the airplane's last radar contact, which was about 52.8 miles west of the Icelandic radar site at an altitude of 1,700 feet. According to an I ## Aircraft - Registration: [N5030Q](https://openairdocs.org/deregistered/N5030Q-2008-04-02), registration cancelled 2008-04-02, S/N 310N-0130, built 1968 (OpenAirDocs) - Reported make and model: CESSNA 310N - Registry model: [Cessna 310N](https://openairdocs.org/model/cessna-310n) (registry code 2074234) (OpenAirDocs) - Registry engine: [Continental I0-470 series](https://openairdocs.org/engine/continental-i0-470-series) (registry code 17027, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 310N-0130 - Airframe hours: 5964.8 - Engines: Continental IO-470-VO 260 horsepower reciprocating; Continental IO-470-VO 260 horsepower reciprocating - Damage: Substantial damage - Flight: Ferry, Part 91 - Registered owner: Ils Inc - Airworthiness certificate: Standard, Normal - Last inspection: Annual, January 1, 2008 - Departed: BGBW, Narssarssuaq - Destination: BIRK, REYKJAVIK AD - Flight plan: IFR - Airport: BIRK, Reykjavik Ad Arpt (Nof) ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 35; injuries: fatal; commercial, private; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, with waivers/limitations; flight hours: 2,300 total ## Other investigations on N5030Q (2) 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 CHI98LA213](https://openairdocs.org/ntsb/CHI98LA213), Jun 20, 1998: Cessna 310N (N5030Q), Janesville, WI, substantial damage. Probable cause: other maintenance personnel not installing nose landing gear door linkage. Factors were the unsecured landing gear door, the nose landing gear becoming jammed and the gear extension not possible by… - [NTSB CHI72FLQ13](https://openairdocs.org/ntsb/CHI72FLQ13), Sep 14, 1971: Cessna 310N (N5030Q), Danville, KY, substantial damage ## Docket (12 files) The files NTSB released with the investigation on July 26, 2023, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=67579. 7.1 MB in all. - Pilot-operator aircraft accident report NTSB form 61201 (item 1, PDF, 9 pages, 516 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=227847&FileExtension=pdf&FileName=Pilot-Operator%20Aircraft%20Accident%20Report%20NTSB%20Form%2061201-Master.pdf - Radar return plots supplied by icelandic accident board (item 2, PDF, 2 pages, 1.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=227849&FileExtension=pdf&FileName=Radar%20Return%20Plots%20Supplied%20By%20Icelandic%20Accident%20Board-Master.pdf - Fueling record (item 3, PDF, 1 page, 57 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=227853&FileExtension=pdf&FileName=Fueling%20Record-Master.pdf - Fueling-maintenance receipts (item 4, PDF, 4 pages, 180 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=227855&FileExtension=pdf&FileName=Fueling-Maintenance%20Receipts-Master.pdf - Annual inspection copies (item 5, PDF, 4 pages, 124 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=227857&FileExtension=pdf&FileName=Annual%20Inspection%20Copies-Master.pdf - Communication record supplied by icelandic aircraft accident investigation board (item 6, PDF, 3 pages, 124 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=227859&FileExtension=pdf&FileName=Communication%20Record%20Supplied%20By%20Icelandic%20Aircraft%20Accident%20Investigation%20Board-Master.pdf - Memorandum, request to change factual and analysis of CHI08FAMS1 (item 7, PDF, 3 pages, 151 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15788535&FileExtension=pdf&FileName=Memo%20to%20revise%20factual%20and%20analysis,%20CHI08FAMS1_Redacted-Rel.pdf - CHI08FAMS1 original report (item 8, PDF, 7 pages, 744 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15582381&FileExtension=pdf&FileName=Report_CHI08FAMS1_67579_3_22_2023%207_51_42%20AM-Rel.pdf - Memorandum of examination of recovered wreckage from N5030Q (item 9, PDF, 2 pages, 70 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15788838&FileExtension=pdf&FileName=Memo,%20CHI08FAMS1,%20Cessna%20310N,%20N5030Q%20Accident-Rel.pdf - Photographs (item 10, PDF, 4 pages, 2.6 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15447529&FileExtension=pdf&FileName=Photo%20Array,%20N5030Q-Rel.pdf - Statement of party representatives to NTSB investigation, Textron (item 11, PDF, 1 page, 821 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15454111&FileExtension=pdf&FileName=Party%20Form%20Textron_Redacted-Rel.pdf - Statement of party representatives to NTSB investigation, mccauley propeller (item 12, PDF, 1 page, 117 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=15453989&FileExtension=pdf&FileName=Party%20Form%20McCauley%20Propeller_Redacted-Rel.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.