NYC02FA197

The pilot was cleared for an instrument approach. When the airplane was approximately 13 miles south of the airport, the pilot requested that the controller advise him when the airplane was over the final approach fix. The controller responded he would be unable due to the lack of radar coverage in the area, so the pilot cancelled his IFR clearance. About 4.5 minutes later, the airplane was seen flying about 80 feet agl, with both engines running. About 30 seconds after that, the airplane impacted trees. The ceiling at the time of the accident was approximately 500 feet, the visibility was approximately 0.75 mile in rain, and night prevailed. Examination of the wreckage revealed no preimpact failures or malfunctions with either the engine or airframe.

History of flight

On September 27, 2002, about 2036 eastern daylight time, a Cessna 310L, N2276F, was destroyed when it impacted trees in Virgil, New York, while maneuvering for the Cortland County Chase Airport (N03), Cortland, New York. The certificated commercial pilot was fatally injured. Night instrument meteorological conditions prevailed in the accident area for the business flight that departed Iron Mountain (IMT), Kingsford, Michigan, at 1736. A flight plan was not filed, and the flight was conducted under 14 CFR Part 91.

According to automated flight service station (AFSS) data, the pilot requested and received an "outlook" weather briefing in the morning via telephone, and then called back to get an update on the winds aloft just prior to boarding the airplane. During the outlook briefing, the pilot was advised by the briefer that cloud ceilings of 500 feet and 2 miles visibility with heavy rain showers were forecasted for the State of New York, until 2000. The briefer added that for Syracuse, New York, the forecast was for ceiling 800 feet overcast, and 2 miles visibility in moderate rain and mist until 2100. Other than the two AFSS telephone briefings, no other weather briefing data for the accident flight was located.

According to air traffic control data, the pilot was operating under visual flight rules until reaching the Buffalo, New York, area. At that point, he requested instrument flight rules (IFR) handling, and changed his plan destination from Syracuse, New York, to Cortland. Once in the Cortland area, the pilot was cleared for the VOR-A approach. Approximately 13 miles south of the airport, and while at 3,600 feet msl, the pilot requested the controller to advise him when the airplane was over the final approach fix. The controller responded he would be unable due to the lack of radar coverage in the area, so the pilot cancelled his IFR clearance. The controller confirmed the cancellation, instructed the pilot to squawk 1200, and approved a frequency change. The pilot acknowledged the controller, and made no report of any difficulties. About 5 minutes later, the airplane impacted trees approximately 5.5 miles south of the airport.

According to a witness who was approximately 2 miles south of the accident site and traveling in an automobile, the airplane was on a northerly heading about 300 to 500 feet agl, flying "slow" below the clouds, and in level flight. The witness then lost sight of the airplane. A few seconds later, she saw a bright flash followed by a glow in the distance. She then went to the accident site, and saw that the airplane had crashed and was on fire.

According to another witness who was outside and approximately 0.75 mile south of the accident site, the airplane flew over him about 80 feet agl, and both engines sounded "normal." He then saw a large "orange glow" near the accident site. The witness estimated that at the time of the accident, visibility was approximately 0.75 mile in heavy rain.

The accident occurred during the hours of darkness. The wreckage was located at 42 degrees, 30.91 minutes north latitude, 76 degrees, 14.17 minutes west longitude, and an elevation of approximately 1,685 feet msl.

Personnel information

The pilot held a commercial pilot certificate with an airplane single-engine-land, multi-engine land, and instrument airplane ratings. On his last Federal Aviation Administration (FAA) first-class medical certificate, which was dated March 26, 2002, he reported a total flight experience of 1,600 hours. The pilot's logbook was not located at the accident site, and follow on attempts to acquire it were unsuccessful.

Aircraft information

According to fueling records, the airplane was serviced with 69.0 gallons of fuel on September 23, 2002, at the Cortland Airport, and with 54.5 gallons on September 27, 2002, at Kingsford. According to maintenance records, the airplane received an annual inspection on September 21, 2002. At the time of the inspection the airplane had 5,233.9 hours.

Meteorological information

A weather observation taken about 5 minutes after the accident at the Cortland Airport, recorded the wind as calm, visibility 4 miles, ceiling 3,200 overcast, temperature 63 degrees Fahrenheit, dew point 63 degrees Fahrenheit, and an altimeter setting of 29.61 inches of mercury.

A weather observation taken about 14 minutes after the accident at the Ithaca Tompkins County Airport (ITH), Ithaca, New York, which was located 15.0 miles to the southwest of the accident site, recorded the wind as 300 degrees at 8 knots, visibility 0.5 mile in rain and mist, vertical visibility 200 feet, temperature 61 degrees Fahrenheit, dew point 61 degrees Fahrenheit, and an altimeter setting of 29.61 inches of mercury.

Medical and pathological information

An autopsy was performed on the pilot at the medical examiner's office at the Lordes Hospital in Binghamton, New York, on September 28, 2002.

The FAA Toxicology and Accident Research Laboratory in Oklahoma City, Oklahoma, performed a toxicological test on the pilot on November 6, 2002.

Wreckage and impact information

The debris path was located in a wooded area, orientated on a magnetic heading of 360 degrees, and approximately 210 feet long. Within the debris path, all the major structural components for the airplane were identified, along with portions from all the flight control surfaces. The start of the debris path was marked by freshly broken tree branches approximately 45 feet above the ground. The down angle from the broken branches to the main wreckage was approximately 18 degrees. The horizontal angle of the broken branches was approximately 45 degrees left side low, and the majority of vegetation along the debris path displayed discoloration consistent with exposure to fuel. Approximately 150 feet from the start of the debris path was a section of cut wood. It was approximately 2 feet long, 3 inches in diameter, and cut on a 45-degree angle. On the cut surface was a red stripe, which was similar in size and shape to red stripes painted on the engine propeller blades.

The main wreckage came to rest upright about 210 feet from the start of the debris path, and was orientated on a magnetic heading of approximately 180 degrees. The wreckage displayed impact and fire damage, and was comprised of remnants of the cockpit, inboard left wing, empennage, left horizontal stabilizer and elevator, vertical stabilizer and rudder, right horizontal stabilizer and elevator, and inboard right wing. The nose wheel had separated from the airframe and was located with the main wreckage. The left and right main landing gear were still attached and in the down position.

The left engine had separated from its mounts, and was located within the limits of the main wreckage. The propeller was attached to the engine crankshaft flange, and the propeller spinner displayed impact marks on its nose and sides. Examination of the left propeller revealed all the blade tips were curled. In addition, the No. 1 blade displayed chordwise rubs, and the No. 2 and No. 3 displayed slight "S" bends. No leading edge gouges were identified on any of the blades.

The right engine was partially attached to the airframe. The propeller was attached to the engine crankshaft flange, and the propeller spinner displayed impact marks on its sides, but not its nose. Examination of the right propeller revealed no chordwise scratches, or leading edge gouges. The No. 1 blade display trailing edge gouges, the No. 2 blade displayed a slight rearward bend, and the No. 3 displayed a slight "S" bend.

Flight control continuity for the left and right ailerons were verified to the copilot control yoke, but not to the pilot control yoke because of impact damage. Elevator control continuity was verified to the control column. The elevator trim actuator was extended 1.8 inches, which equated to appro