# NTSB MIA98LA192: Cessna 310K, N366J, Opa-Locka, FL, June 5, 1998 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: June 5, 1998, 16:15 local (20:15 UTC) - Place: Opa-Locka, FL - Coordinates: 25.909088, -80.269248 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=25.9091&lon=-80.2692&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report February 16, 2001 - Report: Approved by Office Director - NTSB case key (mKey): 38542 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=MIA98LA192 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/38542/pdf - Page: https://openairdocs.org/ntsb/MIA98LA192 ## Probable cause The fuel leak due to improper installation of the left auxiliary fuel tank by maintenance personnel. Also, inadequate annual inspection of the airplane by maintenance personnel for failure to identify the missing screw from the adel clamp resulting in chafing of the positive battery cable. Also, operation of the airplane by the owner with known deficiencies in equipment. ## Analysis During takeoff an explosion inside the left wing resulted in a short duration fire. The flight continued and landed uneventfully. The upper and lower wing skins were displaced and fire damage was noted aft of the battery box. The positive battery cable was chafing against an open adel clamp located near the battery box; the PK screw was not in place. Arching was noted on the battery cable. Testing of the left auxiliary fuel tank revealed seepage from the fuel tank vent line. The fuel tank was not properly secured inside the wing. Damage to the external portion of the auxiliary fuel tank near the vent line was noted. Previous fuel seepage from the left wing auxiliary fuel tank was evident in the form of damage on the ground beneath the left wing area greater than damage to the ground beneath the right wing area. Also, a wax type residue was found on the lower wing skin in the area of the fuel seepage. The service manual indicates to check electrical cables for condition every 100 hours. ## Factual narrative On June 5, 1998, about 1615 eastern daylight time, a Cessna 310K, N366J, registered to the Matsui Aviation Company, experienced an explosion inside the left wing during takeoff from the Opa-Locka Airport, Opa-Locka, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 CFR Part 91 personal flight. The airplane was substantially damaged and the private-rated pilot, the sole occupant, was not injured. The flight was originating at the time of the accident. The pilot stated that the flight was uneventful and after landing, he departed the area on a commercial flight, but returned the following day. Before departing on the commercial flight, he asked that the airplane be refueled and when he returned, he was advised by the line service personnel that the upper and lower skins of the left wing were displaced. According to one of the co-owners of the airplane, he discovered the damage to the airplane 2 days after the accident. He also stated that they typically only filled the auxiliary fuel tanks in the summer to a level about 1 inch below the filler neck, but when he examined the fuel level in the left auxiliary fuel tank that day, it was down 1.5 inches. The pilot told him that he did not use fuel from the left auxiliary fuel tank during the flight. Examination of the airplane revealed that the upper and lower wing skins were displaced upwards and downwards respectively, and a hole was burned through the upper wing skin aft of the battery box access cover. Soot was noted trailing the rivet holes in the upper wing skin where the skin was pulled away from several of the wing ribs. Soot was also noted exiting from the left wing root fairing. The battery was removed and examination of the positive battery cable revealed that it was not secured by a adel clamp, which by design, is secured to rib No. 23. Additionally, the PK sheet metal screw for the adel clamp was not located but the tinnerman nut on the clamp was in place. Examination of the clamp revealed evidence of electrical arching and also evidence of chafing on the insulation of the positive cable against the opened adel clamp. The left auxiliary fuel tank which had been subsequently drained before the NTSB examination, was fueled to the filler neck area. Fuel seeping from the fuel tank vent line outlet was noted. The outlet is located on the outboard upper section of the fuel tank. The fuel was determined to seep into the area aft of the battery box inside the wing then from that area around the sump. The lower skin surface in the sump drain area was found to contain a wax type residue on the skin. The fuel seepage stopped when the fuel level reached a certain point when tested several times. The left auxiliary fuel tank was then examined while in position and it was determined to be held in place by only two of the six hanger loop clips. One of the six hangar clips was not in place and a clamp which secures the fuel vent line to the vent nipple inside the fuel tank was determined to be in place and finger tight. The tank was removed and examination of the outside area near the fuel tank vent nipple revealed blistering of the reinforcing material. Additionally, examination of the ground where the airplane was routinely kept revealed damage to the asphalt beneath several areas near the left wing auxiliary fuel tank, including the area beneath the sump drain area. The damage beneath the left wing was greater than the damage beneath the right wing. Review of the maintenance records revealed that the left and right auxiliary fuel tanks were replaced on December 16, 1990. Markings on the external portion of the left auxiliary fuel tank revealed that the tank was manufactured in April 1989. Additionally, the airplane was last inspected in accordance with an annual inspection that was signed off on July 10, 1997. The airplane had accumulated about 31 hours since then when the damage to the left wing was noted. Review of the checklist prepared and used by the mechanic who performed the inspection revealed in part, that the fuel tanks and plumbing are required to be checked. The mechanic stated that he could not recall removing the battery during the inspection and he did not drain or remove the left auxiliary fuel tank. He did verify that the fuel vent line was clear. According to a representative of the tank manufacturer, it was manufactured under a Parts Manufacturer Approval (PMA) Letter, issued by the Federal Aviation Administration. Hanger clips are not typically included with the fuel cell when shipped to a customer and the tank was proper for the airplane application. Review of the service manual for the airplane revealed there is a requirement to check the battery cables for condition, corrosion and security every 100 hours. The checklist lists only three types of inspections, a 50-hour, 100-hour, and as required. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Explosion, takeoff - initial climb - fuel system,line - leak (cause) - maintenance,installation - improper, other maintenance personnel (cause) - miscellaneous,bolt/nut/fastener/clamp/spring - not secured - maintenance,annual inspection - inadequate, other maintenance personnel (cause) - operation with known deficiencies in equipment - intentional, owner/builder (cause) - electrical system,battery - arcing ## Aircraft - Registration: [N366J](https://openairdocs.org/deregistered/N366J-2008-09-16), registration cancelled 2008-09-16, S/N 310K0086, built 1966 (OpenAirDocs) - Reported make and model: Cessna 310K - Registry model: [Cessna 310K](https://openairdocs.org/model/cessna-310k) (registry code 2074228) (OpenAirDocs) - Registry engine: [Continental I0-470 series](https://openairdocs.org/engine/continental-i0-470-series) (registry code 17027, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 310K0086 - Airframe hours: 3437 - Engines: Continental IO-520-E2B 300 horsepower reciprocating - Damage: Substantial damage - Fire: In-Flight - Flight: Personal, Part 91 - Registered owner: Matsui Aviation Corporation - Airworthiness certificate: Standard, Normal - Last inspection: Annual, July 10, 1997, 31 hours before - Departed: OPF - Destination: X16, TAMPA, FL - Airport: OPF, Opa-Locka ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 32; private; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: left; flight hours: 1,043 total, 361 in this make and model, 11 in the last 90 days, 8 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 150° at 10 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 93 °F, dew point 73 °F - Altimeter: 29.00 inHg - Observed at: OPF ## 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 19980605024389A](https://openairdocs.org/incident/19980605024389A), Jun 5, 1998: Cessna 310K, Miami, FL, Substantial damage. Unknown to pilot an explosion had occurred in left wing. Fuel leak chaged battery cable arced. Burned hole in wing. (.4)during takeoff an explosion inside the… ## Other investigations on N366J (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 NYC67F0287](https://openairdocs.org/ntsb/NYC67F0287), Oct 4, 1966: Cessna 310 (N366J), Morristown, NJ, substantial damage - [NTSB NYC67F0309](https://openairdocs.org/ntsb/NYC67F0309), Sep 3, 1966: Cessna 310K (N366J), Flushing, NY, substantial damage 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.