History of Flight
On June 26, 2008, about 1756 eastern daylight time, a Cessna 310R, N4912A, experienced a total loss of engine power from both engines and was ditched in the Gulf of Mexico near Goodland, Florida. Visual meteorological conditions prevailed and a VFR flight plan was filed. The flight was a 14 CFR Part 135 non-scheduled domestic passenger flight departing Key West International Airport (EYW) destined for Marco Island Airport (MKY). The airplane sustained substantial damage. The certificated airline transport pilot was not injured; three passengers sustained minor injuries and one passenger sustained serious injuries. The flight originated about 1722.
The pilot stated that before takeoff, he did not check the fuel tanks and did not brief passengers on emergency procedures. The weight and balance form reflected a fuel load of 280 pounds, which agreed with the fuel quantity indicator reading. After takeoff, the flight climbed to 3,000 feet msl, then descended to and remained at 2,500 feet msl. Near the destination, the pilot reduced throttles to 21 inches manifold pressure and began descending at less than 500 feet per minute. About 15 miles from MKY at 1,500 feet msl, the right engine coughed with a corresponding right yaw; the right fuel flow was down. The pilot turned on the right auxiliary fuel pump and moved the right fuel selector to the left main position, but the engine kept surging, so he feathered the right propeller. He advised passengers to don life vests.
The pilot announced on MKY CTAF that he was single-engine; an FBO employee called 911. About 4 minutes later, the left engine began similar indications and quit. The pilot announced he would ditch and switched the left fuel selector to the right main tank, unsuccessfully. He slowed to 93 knots and ditched with full flaps and gear up. Before ditching, fuel quantity indicated 70 and 100 pounds left and right respectively.
The airplane contacted the water with the fuselage bottom, lunged forward, and rebounded. The pilot opened the cabin door after opening the emergency exit window. All occupants exited via the cabin door. They stayed on a wing briefly, then entered the water. A helicopter from Collier County Sheriff Department spotted them at 1820 and directed a boater to rescue all occupants. The pilot reported to responders that he ran out of fuel and that the fuel gauges were incorrect.
Personnel Information
The pilot, age 65, held an ATP certificate with multiengine land and several type ratings. He also held a commercial pilot certificate with single-engine land rating and a first-class medical certificate dated December 3, 2007. He reported over 18,000 total hours and about 200 hours in the accident make and model. He began initial ground training with Marco Aviation on December 1, 2007, completed initial flight training on January 16, 2008 (15.9 hours), and passed his competency check on February 4, 2008.
Aircraft Information
The airplane was a 1978 Cessna 310R, serial number 310R1399, powered by two 285-horsepower Teledyne Continental Motors IO-520 engines with McCauley constant-speed full-feathering propellers. The fuel system included two 51-gallon wingtip tanks (50 usable each) and two 32-gallon bladder tanks (31.5 usable each). A dual fuel quantity indicator reflected the selected tank. The airplane last received a 100-hour inspection on April 24, 2008, at 8,835.6 hours total time; it had accumulated 78.3 hours since.
Wreckage and Impact Information
The airplane came to rest in about 7 feet of water on a magnetic heading of 080 degrees. It was raised using airbags and towed to shore. Examination revealed damage to the right wing main spar near the root. Control continuity was confirmed. Landing gear were retracted; flaps were extended. Each main and auxiliary fuel tank contained salt water; only the left main tank yielded 14 ounces of blue fuel. No mechanical or impact damage was noted to the engines, though corrosion from submersion was present. The left propeller blades were in low pitch with aft bending; the right propeller blades were feathered.
Survival Aspects
One passenger could not find a life vest; the missing vest was not recovered. Passenger briefing cards indicated flotation equipment stored in pouches behind seats, but the operator had moved them to a shelf behind the rear seats without securing them.
Tests and Research
Testing of the operator's other Cessna 310R (N310BV) revealed that the fuel quantity indicator under-read actual fuel. For example, when 11 gallons were added, the indicator read 9 gallons; at 51 gallons, it read 46.6 gallons. Examination of the accident airplane's fuel quantity indicator showed water inside and the left coil open. Signal conditioners and probes were tested; the left tank probe measured 34.17 pF (spec 34.5 ±0.50 pF). The manufacturer noted that an open left coil would cause the left pointer to indicate slightly below zero regardless of fuel quantity.
Fuel records showed that on June 24, 2008, 39.2 gallons of 100LL were added at MKY, filling each main tank. The fuel truck was out of service from June 24 at 1700 until June 26 at 1735. On the accident day, 30.0 gallons were added at EYW after the first flight. The pilot reported that fuel was added after landing from the earlier MKY-EYW flight.