# NTSB FTW96LA051: Cessna 310J, N1147M, Englewood, CO, November 24, 1995 - Type: NTSB accident investigation - Classification: Accident · Minor injuries · Limited investigation · Final report - Date: November 23, 1995, 19:45 local (Nov 24, 1995, 02:45 UTC) - Place: Englewood, CO - Coordinates: 39.700225, -105.039878 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=39.7002&lon=-105.0399&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Minor injuries - Injuries: 3 minor, 3 uninjured - Status: Completed, report November 11, 1996 - Report: Approved by Office Director - NTSB case key (mKey): 19713 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW96LA051 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/19713/pdf - Page: https://openairdocs.org/ntsb/FTW96LA051 ## Probable cause failure of the pilot to feather the propeller on the inoperative engine in accordance with the emergency procedure. Factors relating to the accident were: loss of power in the left engine for undetermined reason(s), and rough/uneven terrain in the emergency landing area. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, approach - vfr pattern - final approach - 1 engine - reason for occurrence undetermined (contributing factor) - ignition system,high tension wiring - shorted - ignition system,high tension wiring - deteriorated - Forced landing, emergency descent/landing - emergency procedure - not attained, pilot in command (cause) - Wheels up landing, emergency landing - terrain condition - rough/uneven (contributing factor) ## Analysis At the completion of a cross-country flight, after the airplane turned onto final approach to land, the left engine lost power. The pilot applied full power on the right engine and raised the landing gear and flaps, but did not feather the left engine propeller. The descent was not arrested, and a wheels-up landing was made in a field approximately 300 feet short of the runway. Performance evaluation showed that the aircraft was incapable of maintaining level flight with the propeller windmilling on an engine inoperative; however, it should have been able to achieve a 283 fpm climb with the propeller feathered and the gear and flaps retracted. Examination of the left engine provided evidence of abnormalities in the ignition system, including a shorted tower on one magneto and separation of the shielding at several points of the left engine ignition system. However, no reason was found to explain the total loss of power in the left engine. About 15 gal of fuel was remaining in each main tank; the auxiliary tanks were empty. ## Factual narrative On November 23, 1995, at 1945 mountain standard time, a Cessna 310J, N1147M, registered to a private owner, made a forced landing short of runway 17L at Centennial Airport, Englewood, Colorado. The two certified flight instructor pilots were not injured and three of the four passengers received minor injuries. The aircraft sustained substantial damage. Visual meteorological conditions prevailed for this cross country flight operating under Title 14 CFR Part 91 and an IFR flight plan was filed. The flight departed Crystal Minnesota, about 2 hours 45 minutes before the accident. According to the pilot, the left engine lost all power while on final approach. He stated that he raised the landing gear and flaps and went to maximum power on the right engine. He did not feather the left propeller. He said that he could not arrest the descent and subsequently he made a gear up landing in a field approximately 300 feet short of the runway of intended landing. During landing, the aircraft struck a ditch, some dead tree stumps, and a fence. Calculated fuel on board at the time of the accident was approximately 15 gallons in each main tank with residual fuel only in the auxiliary tanks. The pilot said he had the fuel selected to the main tanks, the mixtures rich and the boost pumps on high. These are the recommended procedures in the flight manual, except that the manual merely states "on" with regards to boost pumps. Performance calculations were conducted by this investigator based on information provided by Cessna Aircraft and the pilot. According to those calculations, at the time of the accident, the aircraft weighed approximately 4,849 pounds having burned off 251 pounds of fuel en route. At that weight, using a pressure altitude of 5,883 feet above mean sea level, and an indicated airspeed of 112 miles per hour, the aircraft was capable of maintaining a negative rate of climb of 165 feet per minute (fpm) with the landing gear and flaps up and the inoperative engine windmilling. If the pilot had feathered the inoperative engine propeller, performance data indicates that the airplane should have been able to achieve a positive rate of climb of 283 fpm with the landing gear and flaps up. On November 29, 1995, the left engine was examined at the facilities of Beegles Aircraft Services, Greeley, Colorado. The top spark plugs exhibited eroded electrodes and an excessive gap. All exhibited a white color. The fuel screen was removed from the metering unit and it had approximately 15 percent of its surface covered with lint. Fuel was present in the unit. The engine was motored by use of the starter and all six cylinders produced compression. Mechanical continuity was established. A spark was observed emanating at the plugs connected to the left magneto during the engine motoring. Fuel was also observed being pumped out of the screen port on the metering unit. The right magneto was removed and turned with an electric drill. It produced spark. It was noted that one tower was shorted to the case and arced to ground. The tower exhibited corrosion. (See attached photographs.) Both the left main fuel transfer pump and boost pump were operationally tested and were serviceable. The shielding on the left engine ignition wiring was separated at numerous points in the ignition harness and leakage to ground was observed during testing. (See attached photographs.) ## Aircraft - Registration: [N1147M](https://openairdocs.org/deregistered/N1147M-2013-10-18), registration cancelled 2013-10-18, S/N 310J0104, 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: 310J0104 - Engines: CONTINENTAL IO-470 265 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Kerry D. Mccauley - Airworthiness certificate: Standard, Normal - Departed: MIC, CRYSTAL, MN - Destination: APA - Flight plan: IFR - Airport: APA, Centennial, runway 17L, 10,001 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 23; commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, valid medical--w/ waivers/lim; seat: right; flight hours: 1,980 total, 218 in this make and model, 1,893 as pilot in command, 50 in the last 90 days, 7 in the last 30 days, 4 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night/dark - Wind: 160° at 9 knots - Visibility: 25 statute miles - Lowest ceiling: none - Temperature: 37 °F, dew point 19 °F - Altimeter: 30.00 inHg - Observed at: APA, 1 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 19951123038409A](https://openairdocs.org/incident/19951123038409A), Nov 23, 1995: Cessna 310J, Denver, CO, Substantial damage. Lost left engine on final. Full power raised gear and flaps. Failed feather landed up 300FT short. Mags shorted. 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.