# NTSB NYC00FA063: Cessna 310N, N70CM, Old Forge, PA, January 6, 2000 - Type: NTSB accident investigation - Classification: Accident · Fatal · Field investigation · Final report - Date: January 6, 2000, 17:34 local (22:34 UTC) - Place: Old Forge, PA - Coordinates: 41.370914, -75.730895 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=41.3709&lon=-75.7309&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: Fatal - Injuries: 2 fatal - Status: Completed, report March 2, 2001 - Report: Approved by Office Director - NTSB case key (mKey): 48475 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC00FA063 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/48475/pdf - Page: https://openairdocs.org/ntsb/NYC00FA063 ## Probable cause Both pilots' failure to adequately manage the fuel supply, which resulted in fuel starvation. ## 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 - downwind - fluid,fuel - starvation - fuel management - inadequate, pilot in command(cfi) (cause) - fuel management - inadequate, dual student (cause) - In flight collision with terrain/water, descent - emergency ## Analysis Several witnesses saw the airplane before impact, and heard engine noise oscillating between no power and high power. Examination of the wreckage revealed that the two main fuel tanks were ruptured and charred, but the two auxiliary fuel tanks were not compromised, and appeared absent of fuel. Only drops of fuel were found in the mechanical fuel pumps, fuel lines from the pumps to the mixture controls, and the fuel lines from the mixture controls to the injection manifolds. Examination of the airframe, engines, and propellers, did not reveal any pre-impact mechanical malfunctions. Review of the fueling records revealed that all four tanks were completely fueled about 1 month prior to the accident. The airplane was operated several times after that fueling, and fuel was added to the main fuel tanks on four occasions before the accident. However, fuel was never added to the auxiliary fuel tanks. Although both auxiliary fuel tanks appeared absent of fuel at the accident site, the investigative team was unable to confirm the fuel selector positions prior to impact. The flight instructor had about 50 hours of flight experience in the make and model accident airplane, and the pilot/owner had about 100 hours of flight experience in the accident airplane. ## Factual narrative HISTORY OF FLIGHT On January 6, 2000, at 1734 Eastern Standard Time, a Cessna 310N, N70CM, was substantially damaged when it descended into terrain at Old Forge, Pennsylvania, while on approach to Wilkes-Barre/Scranton International Airport (AVP), Wilkes-Barre, Pennsylvania. The certificated flight instructor and private pilot/owner were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the multi-engine instructional flight conducted under 14 CFR part 91. According to a Federal Aviation Administration (FAA) inspector, and review of recorded transmissions between N70CM and the AVP control tower; the pilots departed AVP about 1520, and flew to Tweed-New Haven Airport (HVN), New Haven, Connecticut. They completed one instrument approach to HVN, but did not land. They then flew to the Lake Henry VOR, and made a low pass over the flight instructor's private airstrip. The pilots returned to AVP and performed two touch and go landings to Runway 22. During the approach to a third landing, the following transmissions were recorded: 1734:03 N70CM "tower er we got a problem here seven zero charlie mike" 1734:08 ATC "what would you like to do sir" 1734:11 N70CM "we are trying to get it straightened out" 1734:14 ATC "roger that sir you are still cleared to land" 1734:35 ATC "hey charlie mike is there anything i can do for you" 1734:36 N70CM "...no not yet sir" There were no more recorded transmissions from N70CM. Two witnesses reported hearing the engines revving, "like a snowmobile in the distance." They stated that during a 5-6 second period, about 3 times, the engines sounded "as if they were coughing." Then there was silence, followed by a loud revving sound. A third witness stated: "...I saw an airplane flying low, I heard the engine sputtering on the aircraft, and then it had cut out. I then heard the engine come back on again and then it had cut out for a second time, the engine had caught and then it had cut out for the third and final time, I could see the plane drifting and in a split second the plane had done a nose dive..." According to video provided by a local news station, the airplane appeared to be in a slight right turn, and nose down, as it descended below the tree line. The accident occurred during the hours of night; located approximately 41 degrees 21.62 minutes north longitude, and 75 degrees 43.58 minutes west latitude. PERSONNEL INFORMATION The flight instructor held an airline transport pilot certificate and flight instructor certificate, with ratings for multi-engine land and instrument airplane. According to his logbook, he had a total flight experience of approximately 2,900 hours, of which, about 50 hours were in the accident airplane. Additionally, he had approximately 223 hours of experience as a flight instructor. The flight instructor's most recent FAA first class medical certificate was issued on December 16, 1999, with no restrictions The pilot receiving instruction held a private pilot certificate, with ratings for single engine land and instrument airplane. According to his logbook, he had a total flight experience of approximately 707 hours, of which, about 104 hours were in the accident airplane. The pilot's most recent FAA third class medical certificate was issued on September 29, 1998, with a restriction for corrective lenses. AIRCRAFT INFORMATION The airplane's last annual inspection was completed on December 1, 1999. Since the inspection, the airplane had approximately 9.1 hours of operation. The airplane was equipped with two main fuel tanks, one for each engine, located at the wingtips. Each main tank had a 51-gallon capacity, of which, 50 gallons were useable. The airplane was also equipped with two auxiliary fuel tanks, located at the inboard section of the wings. Each auxiliary tank had a 20.5-gallon capacity, of which, 20 gallons were useable. The airplane was not equipped with optional winglocker tanks. WRECKAGE DESCRIPTION The wreckage was examined at the accident site from January 6 through January 8. It was observed intact, approximately 30 degrees nose down into a berm, and oriented about a 105-degree magnetic heading. The accident site was about 1 mile north of AVP. All major components of the airplane were accounted for at the accident site. Flight control continuity was confirmed from all control surfaces to the forward cabin area. The right wing sustained impact damage to the leading edge. The aileron was slightly deflected downward. The flap was partially extended, about 15 degrees. The wingtip was separated from the wing. It was observed crushed and charred. The inboard auxiliary fuel tank was intact, and no fuel was observed in the tank. The landing gear was in the retracted position. The empennage, aft of the cargo door, was undamaged. It was inline with the fuselage, and no twisting or cantering was observed. The elevator was slightly deflected downward, and the rudder was slightly deflected to the left. The left wing was partially separated at the root, bent forward, and lying on top of a fallen tree. There was impact damage to the leading edge. The aileron was deflected upward, and the flap was extended approximately 15 degrees. The wingtip was separated from the wing. It was observed crushed and charred. The inboard auxiliary fuel tank was intact, and no fuel was observed in the tank. The cockpit area was crushed and buckled. The fuel selectors were not visible. The linkage in both wings indicated that both selectors were in the "OFF" position, after impact. When the wreckage was recovered from the berm; the left fuel selector was observed in the "LEFT AUX" position, and the right fuel selector was in the "LEFT CROSSFEED" position. The throttle levers, propeller levers, and mixture controls were in the forward positions. The left fuel boost pump was observed in the "LOW" position, and the right fuel boost pump was observed in the "HIGH" position. Both propellers were found attached to their respective engines, and partially buried approximately 2 feet into the berm. One blade from each propeller was not buried, and appeared undamaged. After recovery, the two blades from each propeller that were buried, were bent aft. None of the blades exhibited S-bending or twisting. The left propeller governor was destroyed, and the right propeller governor was retained for further examination. The valve covers and top spark plugs from both engines were removed for inspection. Oil was present on the rocker-arms and valves. The spark plug electrodes were intact, absent of debris, and light gray in color. Both engines were rotated by hand. Valve train continuity was confirmed, and thumb compression was attained on all cylinders. The fuel injection manifold covers were removed from both engines, and some fuel was present. The mechanical fuel pumps from both engines were removed and inspected. There was no visible damage to the pumps or the couplings. The mixture control units of both engines were examined, and both appeared to be in the full power position. Only a few drops of fuel were present in the mechanical fuel pumps, and in the fuel lines from the pumps, to the mixture controls, to the injection manifolds in both engines. Additionally, a witness at the accident site stated that he did not smell fuel. He extinguished both wingtip fires with two handheld fire extinguishers. MEDICAL AND PATHOLOGICAL INFORMATION Autopsies were performed on the flight instructor and pilot by Pathology Associates of N.E. Pennsylvania, on January 7, 2000. Toxicological testing was conducted at the FAA Toxicology Accident Research Laboratory, Oklahoma City, Oklahoma. Testing performed on the flight instructor revealed: "EPHEDRINE detected in Urine" "PSEUDOEPHEDRINE detected in Urine" "PHENYLPROPANOL ## Aircraft - Registration: [N70CM](https://openairdocs.org/deregistered/N70CM-2000-05-24), registration cancelled 2000-05-24, S/N 310N-0126 (OpenAirDocs) - Reported make and model: Cessna 310N - Registry model: [Cessna 310N](https://openairdocs.org/model/cessna-310n) (registry code 2074234) (OpenAirDocs) - Category: Airplane - Serial number: 310N-0126 - Airframe hours: 6310 - Engines: Continental IO-470 260 horsepower reciprocating - Damage: Substantial damage - Fire: On-Ground - Flight: Instructional, Part 91 - Operator: Tech Aviation - Registered owner: Jerold Weiner - Airworthiness certificate: Standard, Normal - Last inspection: Annual, December 1, 1999, 9 hours before - Departed: AVP, WILKES-BARRE, PA - Airport: AVP, Wilkes-Barre/Scranton, runway 22, 7,501 × 150 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 36; airline transport, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; seat: right; toxicology performed; flight hours: 2,900 total, 50 in this make and model, 2,830 as pilot in command, 215 in the last 90 days, 50 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night/dark - Wind: 250° at 5 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 34 °F, dew point 19 °F - Altimeter: 30.00 inHg - Observed at: AVP, 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 20000106000879A](https://openairdocs.org/incident/20000106000879A), Jan 6, 2000: Cessna 310N, Wilkes Barre Sc, PA, Substantial damage, 2 fatal. (-23) Aircraft departed avp on 1/6/2000 at 2031Z in VFR flight to new haven, CT. Aircraft made one instrument approach at new haven, touch and go landing, and… 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.