History of Flight
On April 10, 2011, at 0434 central daylight time, a Cessna 310R, registration N100TK, operated by the commercial pilot, collided with trees during an approach to McComb Airport (MCB), McComb, Mississippi. The airplane sustained substantial damage. The pilot and two passengers received fatal injuries. The flight was conducted under 14 CFR Part 91, in instrument meteorological conditions, and no flight plan was filed. The flight had departed Louis Armstrong New Orleans International Airport (MSY), New Orleans, Louisiana, at 0408.
According to a fixed-base operator employee at MSY, the pilot and two passengers arrived by rental car around 0320. The pilot mentioned they had visited a bar to watch a band and had a pleasant time. They boarded the airplane about 0335, and the employee marshaled them out of the parking area around 0338.
Air traffic control recordings and radar data showed that the pilot contacted MSY Clearance Delivery around 0404 and received a VFR clearance to MCB at 3,500 feet. The flight was cleared for takeoff approximately 0407 and transferred to MSY Departure at 0408. The pilot acknowledged. As the airplane climbed through 600 feet msl, the pilot established radio contact with MSY Departure. At approximately 0413, the pilot reported level at 4,500 feet cruise altitude. At 0416, MSY Departure instructed the pilot to contact Houston Center, which he did.
At 0423, the pilot informed Houston Center that he was beginning descent for MCB, reported the airport in sight, and canceled flight following. At that time, MCB was 24 miles north of the airplane, below two broken cloud ceilings and an overcast ceiling. The airplane continued on a northwesterly track, overflew the airport by about 4 miles, and initiated a left turn. The last radar target was recorded at 0432 at 2,600 feet msl. Wreckage was located approximately 4 miles northwest of MCB, near the extended centerline for runway 15.
Personnel Information
The pilot, aged 52, held a commercial pilot certificate with ratings for airplane multiengine land and instrument airplane, as well as a private pilot certificate for airplane single-engine land. His most recent FAA third-class medical certificate was issued on August 25, 2010, at which time he reported 3,500 total flight hours. His logbook was not recovered.
Aircraft Information
The six-seat, low-wing, retractable-gear airplane, serial number 310R0915, was manufactured in 1977. It was powered by two Continental IO-520, 285-horsepower engines with McCauley propellers. The maintenance logbooks were not recovered. A maintenance invoice indicated the most recent annual inspection was completed on August 20, 2010, with the hour meter reading 1,734.5 hours. The hour meter was not recovered.
Meteorological Information
The reported weather at MCB at 0434 was: wind from 180 degrees at 6 knots; visibility 8 miles; broken ceiling at 800 feet, broken at 1,200 feet, and overcast at 2,900 feet; temperature 22°C; dew point 22°C; altimeter 30.01 inches of mercury. There was no record of the pilot obtaining a weather briefing or filing a flight plan.
Wreckage and Impact Information
A debris path began with tree strikes and extended eastward for about 400 feet to the main wreckage. Sections of both wingtips were located along the path, with left wing sections also found on the right side near the end. A tree approximately 18 inches in diameter was cut at a 45-degree angle and showed black paint transfer. The airplane came to rest inverted in a creek, on a heading of 300 degrees magnetic, and was significantly consumed by postcrash fire.
All major components were accounted for. The left and right engines had separated. The empennage and sections of the left wing remained partially intact. The cockpit and cabin were consumed by fire. Control continuity was confirmed for rudder, rudder trim, elevator, elevator trim, and left aileron. The right wing was destroyed; the aileron cable was not recovered. The rudder trim jackscrew indicated a 5-degree right position; the elevator trim jackscrew indicated an approximate 25-degree tab down position. The landing gear was extended, and flaps were at 15 degrees. The left and right fuel selectors were destroyed.
Propeller and engine examinations were conducted. The left propeller hub separated; one blade detached and was bent forward; the other two blades were undamaged. The right propeller hub remained attached; one blade showed s-bending and mid-span separation, another had rearward tip bending, and the third was curled rearward. Engines were examined at a recovery facility. Valve covers were removed; spark plugs were intact with light to medium gray electrodes. Vacuum pumps were intact except for one vane in the left pump fractured by impact. The attitude indicator showed rotational scoring. Crankshafts rotated by hand; continuity and thumb compression were established. One magneto from the left engine was tested and sparked; the other magneto and the right engine's left magneto were not recovered or not tested.
Medical and Pathological Information
An autopsy was performed on the pilot on April 11, 2011, by the State of Mississippi Office of the Chief Medical Examiner. Toxicological testing by the FAA Bioaeronautical Science Research Laboratory revealed: ethanol detected in blood (123 mg/dL), urine (126 mg/dL), and vitreous (150 mg/dL); methanol detected in vitreous (1 mg/dL); amlodipine detected in blood and urine; citalopram and N-desmethylcitalopram detected; nordiazepam and oxazepam detected in urine but not in blood. The pilot's serotonin metabolite ratio (480 pmol/nmol) was indicative of ethanol ingestion.