# NTSB DEN04LA084: Cessna 310J, N415SW, Morgan, UT, June 5, 2004 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: June 5, 2004, 11:50 local (17:50 UTC) - Place: Morgan, UT - Coordinates: 41.148887, -111.766387 - Nearby events: https://openairdocs.org/map.md?lat=41.1489&lon=-111.7664&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 3 uninjured - Status: Completed, report March 30, 2005 - Report: Approved by Office Director - Parties: Salt Lake City, UT - NTSB case key (mKey): 59409 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=DEN04LA084 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/59409/pdf - Page: https://openairdocs.org/ntsb/DEN04LA084 ## Probable cause the poor friction value on the runway rendering braking action inadequate. Contributing factors include the excessive approach speed, and the pilot's inability to maintain directional control of the aircraft. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - on ground/water, landing - roll - airspeed - excessive, pilot in command (contributing factor) - brakes(normal) - attempted, pilot in command - brakes(normal) - inadequate (contributing factor) - airport facilities,runway/landing area condition - other (cause) - directional control - not possible, pilot in command (contributing factor) - Overrun, landing - roll - On ground/water collision with object, landing - roll - object - hangar/airport building - object - vehicle ## Analysis According to the pilot, he was performing a standard approach to the runway. The pilot stated that the approach was flown with an approach speed of "105 to 110 knots." In a telephone interview, he stated that 35 degrees of flaps were used. The airplane touched down "500 to 700 feet from [the] approach end" of the runway and braking began almost immediately. Braking action was ineffective and it was increased with no result. The airplane drifted to the right, leaving the runway environment and impacting a hangar and fuel truck, causing substantial damage. According to the owner's manual for the airplane, approach speed should be 102 mph (88 knots). The pilot said that the braking action was poor due to "seal coating" of the runway. An FAA inspector described the runway surface as having the consistency of "putty." A "coal-tar sealer/rejuvinator" was applied to the runway by Brewercote in October of 2003. According to the specifications provided by the Utah Division of Aeronautics, the coal-tar sealant "is to seal the pavement from oxidation, and to rejuvenate the asphalt binder in place." It is composed of a minimum of 35 percent coal-tar pitch conforming to ASTM D-490, RT-12, Standard Specification for road Tar.On June 18, 2004, a skid test was conducted on runway 03/21. The test revealed skid values ranging from 2.4 to 10.9 and an average value of 6.3. The calculated MU-meter frictional value which ranged from .035 to .160 with the average MU-meter frictional value of .093. According to the Operations Friction Correlation Chart, this friction rating is poor. ## Factual narrative On June 5, 2004, approximately 1150 mountain daylight time, a Cessna 310J, N415SW, piloted by an airline transport pilot, was substantially damaged when it departed the runway and collided with a hangar during landing roll at Morgan County Airport (42U), Morgan, Utah. Visual meteorological conditions prevailed at the time of the accident. The business flight was being conducted on a visual flight rules flight plan under the provisions of Title 14 CFR Part 91. The pilot and his two passengers were not injured. The flight originated in Mountain Home, Idaho, approximately 1010. The following is based on the accident report and a subsequent telephone interview with the pilot. He said he had made a "standard approach" to runway 21. The approach was flown at an approach speed between "105 to 110 knots." [According to the Cessna 310J Owner's Manual, landing approach speed should be 102 mph (88 knots).] The pilot used 35 degrees of flaps [the Cessna 310J Landing Performance Chart indicates that if flaps are extended 35 degrees, there is no wind, and maximum brakes are applied, between 766 and 1,114 feet of runway will be required for landing.) The airplane touched down 500 to 700 feet from the approach end of the runway and the pilot immediately applied brakes. He described the braking action as "ineffective." The airplane drifted off the right side of the runway and collided with a hangar. The left main fuel (tip) tank sheared off and the nose gear collapsed. The airplane spun around 120 degrees and struck a fuel truck. FAA postaccident inspection revealed no system anomalies in the airplane. Runway 21 is 3,800 feet in length and 50 feet wide. The pilot said the runway had a downhill slope. He also said that the braking action was poor due to "seal coating" of the runway. An FAA inspector described the runway surface as having the consistency of "putty." A "coal-tar sealer/rejuvinator" was applied to the runway by Brewercote in October of 2003. According to the specifications provided by the Utah Division of Aeronautics, the coal-tar sealant "is to seal the pavement from oxidation, and to rejuvenate the asphalt binder in place." It is composed of a minimum of 35 percent coal-tar pitch conforming to ASTM D-490, RT-12, Standard Specification for road Tar. On June 18, 2004, using highway vehicle test equipment, the Utah Division of Aeronautics conducted a "skid test" on runway 03/21. The test revealed skid values ranging from 2.4 to 10.9, with an average value of 6.3. These corresponded to MU-meter friction values which ranged from .035 to .160, with the average MU-meter friction value being .093. According to the Operations Friction Correlation Chart, this friction rating is "poor." ## Aircraft - Registration: [N415SW](https://openairdocs.org/deregistered/N415SW-2018-06-26), registration cancelled 2018-06-26, S/N 310J-0143, built 1965 (OpenAirDocs) - Reported make and model: Cessna 310J - Registry model: [Cessna 310J](https://openairdocs.org/model/cessna-310j) (registry code 2074226) (OpenAirDocs) - Registry engine: [Continental I0-470 series](https://openairdocs.org/engine/continental-i0-470-series) (registry code 17027, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 310J0143 - Engines: Continental IO-470U 260 horsepower reciprocating; Continental IO-470U 260 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Utility - Departed: U76, Mountain Home, ID - Destination: 42U, Morgan, UT - Flight plan: VFR - Airport: 42U, Morgan County, runway 21, 3,800 × 50 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 58; injuries: none; airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, valid medical--w/ waivers/lim; last flight review February 4, 2004; seat: left; flight hours: 14,000 total, 150 in this make and model, 7,300 as pilot in command, 145 in the last 90 days, 45 in the last 30 days, 3 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: variable at 3 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 81 °F, dew point 46 °F - Altimeter: 30.03 inHg - Observed at: OGD, 2 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 20040605015989A](https://openairdocs.org/incident/20040605015989A), Jun 5, 2004: Cessna 310J, Morgan, UT, Destroyed. (-23)Landed on 21 and aircraft hydroplaned on seal coat applied to runway. It appears that runway may have been improperly maintained. Stste of Utah dept. Of… 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.