LAX93FA300

The flight departed the airport with about 4.0 hours of fuel for a planned destination flight of 2.0 hours. The investigation did not determine if the flight landed at any other airport before the accident. When the flight was near the accident site, about 4 hours after the flight departed the airport, the pilot contacted the airport control tower and requested and received landing instructions. There were no further communications between the flight and the control tower. Ground witnesses reported that the airplane's engines began to sputter, followed by the aircraft entering into a spin. During the spin, both engines began to develop power which continued until impact. The wreckage examination disclosed evidence of power being developed at impact and that the left main fuel selector valve was selected to the crossfeed position. There was no evidence of any fuel in the fuel tanks or fuel spillage.

History of the Flight

On July 25, 1993, at 2000 hours Pacific daylight time, a Cessna 310H, N310HJ, crashed on a street at Lancaster, California. The pilot was conducting a visual flight rules personal flight to Van Nuys, California. The airplane, owned and operated by Yehiem Konski, dba Konski Air, Van Nuys, was destroyed by impact forces; there was no post-impact fire. The certificated private pilot and five passengers sustained fatal injuries. Visual meteorological conditions prevailed. The flight originated at McCarran International Airport, Las Vegas, Nevada, at about 1149 hours with an intended landing at Grand Canyon Airport, Grand Canyon, Arizona; the flight landed at Grand Canyon Airport at 1245 hours; the flight departed Grand Canyon Airport at about 1602 hours.

The airplane's owner told Safety Board investigators that the pilot rented the airplane for the flight. The pilot told him he was going to fly to Las Vegas on July 25, 1993, and then to Grand Canyon the following day before returning to Van Nuys, California.

A passenger on the flight from Van Nuys to Las Vegas on July 24, 1993, reported in a telephone interview that the flight departed Van Nuys at 1655 hours and arrived at Las Vegas at 1820 hours. The airplane's fuel tanks were full before departing Van Nuys. During the flight he and the pilot discussed the fuel consumption rate. At the time the fuel consumption was 13 gallons/hour on each engine while flying at 7,500 feet mean sea level. Both he and one other passenger were replaced with two other persons on the return flight to Van Nuys. On July 25, 1993, the pilot told him that he was going to fly to the Grand Canyon Airport and then return to Van Nuys. He did not intend to return to Las Vegas.

The pilot's flight instructor told Safety Board investigators that the pilot called him on July 25, 1993, and told him that the flight to Las Vegas went well. The pilot stated that he was going to fly to the Grand Canyon before returning to Van Nuys, California.

The recorded communications media at William J. Fox Federal Aviation Administration (FAA) Air Traffic Control Tower revealed the pilot called the local controller at 1958:06 hours. The pilot advised the local controller that the flight was over Palmdale VOR (a very high frequency omni range navigational facility located about 10 miles south/southeast of the airport) for landing. The local controller cleared the flight to enter a left base leg for runway 24 and to report when on the base leg. The pilot acknowledged the local controller's instructions. There were no further communications between the flight and the local controller or any other FAA facilities.

Several ground witnesses were interviewed by Safety Board investigators and Los Angeles County Sheriff's deputies. The consensus of the witnesses was that the engine(s) began to sputter before the airplane entered into a left spin. One witness reported that the airplane entered into a right spin.

Another witness told Safety Board investigators that he was at his residence about 1 mile south of the accident site. He saw the airplane flying north at about 1,500 feet agl when the engine(s) began to sputter. Moments later, the airplane yawed to the left and the nose and left wing went down. The airplane entered into a left spin. During the spinning descent, both engines rpm increased until impact. The witness estimated the airplane's altitude to be about 1,500 feet agl.

The accident occurred at dusk at 34 degrees, 43' north latitude and 118 degrees, 08' west longitude.

Crew Information

The pilot held a private pilot certificate with airplane single engine land, multi-engine land and instrument - airplane ratings. He also held a second-class medical certificate with a "must wear corrective lenses" limitation endorsement and a Statement of Demonstrated Ability (waiver) for "defective distant vision 20/200 corrected to 20/20, bilaterally."

Safety Board investigators recovered the pilot's second flight hours logbook at the accident site. The flight hours contained on page 4 of this report were obtained from the logbook examination and also include the accident flight. The pilot's total single engine pilot-in-command flight hours were not determined. The log book examination disclosed the pilot had accrued 479 total flight hours of which 44 hours were flown in multiengine airplanes. Before departing on the accident flight, the pilot had accrued 3.1 hours of dual instruction in the accident airplane between July 21 and July 23, 1993.

The logbook examination also revealed the pilot received a biennial flight review (BFR) as required by current federal air regulations on September 6, 1992; the BFR was flown in a single engine Cessna 172.

Airplane Information

According to the FAA Aircraft Records Section, the accident airplane is registered to Josh Marom, Inglewood, California; however, FAA Aircraft Records Section personnel reported that a change of registration from Mr. Marom to Mr. Yehiem Konski, Van Nuys, California, is being processed. A Bill of Sale between Mr. Marom and Konski, dated May 6, 1993, is on file at the FAA Aircraft Records Section.

The airplane's owner provided the Safety Board with the airplane's maintenance records. The airframe and engines maintenance records examination disclosed the airplane's last annual inspection was performed on July 16, 1992; the airplane accrued 2,919 hours at the time of the inspection. At the time of the accident, the airplane accrued 3,048 hours.

The owner, a certificated aircraft mechanic with airframe, powerplant and inspection authorization, performed a 100-hour inspection on July 10, 1993; 68 hours before the accident.

Safety Board investigators recovered two fuel purchase receipts dated July 25, 1993. The fuel purchases were made at Senic Aviation, McCarran International Airport, Las Vegas, Nevada, and at Grand Canyon Airlines, Grand Canyon, Arizona. The receipts indicate the pilot purchased 20 gallons of aviation fuel (AVGAS 100) at Senic Aviation and 25.4 gallons of fuel (AVGAS) at Grand Canyon Airlines.

The refueler at Grand Canyon Airlines was interviewed by telephone on July 27, 1993, at about 1400 hours. The refueler stated that, due to a mix up in the fuel order, he filled the airplane's auxiliary tanks. The left auxiliary tank was filled with 7.9 gallons and the right auxiliary tank was filled with 7.5 gallons. The pilot had originally requested that each main wing tank be filled with 10 gallons of fuel. After discussing the misfueling, the pilot