History of Flight
On February 17, 2010, at about 0754 Pacific standard time, a Cessna 310R airplane, registration N5225J, was substantially damaged when it impacted multiple residential structures and terrain after colliding with power lines and a power line tower shortly after takeoff from Palo Alto Airport (PAO) in East Palo Alto, California. The commercial pilot and his two passengers were killed. No ground injuries were reported. The airplane was registered to Air Unique Inc., Santa Clara, California, and operated by the pilot under 14 CFR Part 91 as a personal flight. Instrument meteorological conditions prevailed and an IFR flight plan was filed to Hawthorne, California.
Communications with the control tower revealed that the pilot received his IFR clearance at 0741, including a right turn to 060 degrees within one mile, vectors San Jose, Salinas, climb to 3,000 feet, and expect 9,000 feet. At 0746, the pilot reported ready for IFR departure. At 0749, the controller reported visibility 1/8 mile, fog, vertical visibility 100 feet agl. At 0751, the controller stated the runway was not visible and takeoff was at the pilot's own risk; the pilot acknowledged. At 0752, the controller gave a two-minute IFR release window, and the pilot responded with "rolling." No further communications were heard.
Witnesses observed the airplane emerge from fog in a level or slightly nose-up attitude before impacting power lines.
Personnel Information
The 56-year-old pilot held a commercial pilot certificate with single-engine, multi-engine, and instrument ratings, and a flight instructor certificate. He had a second-class medical certificate issued November 12, 2009, with corrective lenses requirement. He reported 2,900 total flight hours. His logbook showed entries from May to September 2009 with no flight times, and no entries from September 23, 2009, to January 27, 2010, which recorded 1.8 hours (1 hour simulated instrument, 0.2 actual instrument). His last flight review was November 11, 2009.
Aircraft Information
The six-seat, low-wing, fixed-gear Cessna 310R, serial number 310R0807, was manufactured in 1977. It was powered by two Teledyne Continental Motors IO-550-A(8) engines, 300 hp each, with McCauley variable-pitch propellers. An annual inspection was completed April 27, 2009, at tachometer 743 hours, airframe 6,350 hours, left and right engines 150 hours since new (installed August 25, 2004, at airframe 6,191 hours).
Meteorological Information
Automated weather at PAO at 0654: wind variable 4 knots, visibility 1/4 mile, fog, vertical visibility 100 feet agl, altimeter 30.03 inHg. At 0742, tower reported wind variable 5 knots, visibility 1/8 mile, fog, vertical visibility 100 feet agl. At 0805, visibility was 1/16 mile, fog, vertical visibility 100 feet agl. At 0853, visibility 1/8 mile, fog, vertical visibility 100 feet agl.
Wreckage and Impact Information
The first identified point of contact was an electrical tower about 0.41 nautical miles northwest of runway 31. The airplane struck the tower and power lines at about 40 to 50 feet agl. Debris was spread over an 897-foot path oriented about 237 degrees magnetic. Left propeller blade tips and various left wing components were found near the tower. The outboard left wing with thermal damage was found 462 feet southwest. The main wreckage, including fuselage, tail, right wing, and right engine, was near a residential structure with severe thermal damage, also involving three vehicles and a light standard. Impact marks on a curb and sidewalk were consistent with propeller and engine strikes.
Medical and Pathological Information
Autopsy by San Mateo County Coroner determined cause of death as multiple blunt injuries. FAA toxicology found diphenhydramine (0.011 ug/ml in blood), metoprolol in blood and urine.
Tests and Research
Examination of both engines at Teledyne Continental Motors found no preimpact mechanical anomalies. A handheld Garmin GPS in the debris path showed a track from parking to runway 31 only. Propeller examination at McCauley found impact damage, no preimpact failure; both were rotating under power at impact, not feathered. A Shotspotter acoustic system recorded the accident; analysis with radar data from Moffett Field showed a 45-degree left turn shortly after departure to the impact point. Sound spectrum study determined both engines were near full power at impact.