History of Flight
On November 4, 2012, about 1800 central standard time, a twin-engine Cessna 310, registration N6BS, was substantially damaged when it collided with trees and terrain near Stotts City, Missouri. The commercial pilot and the pilot-rated passenger were fatally injured. The airplane was registered to and operated by the pilot-rated passenger. No flight plan was filed. The flight originated from Monett Regional Airport (HFJ), Monett, Missouri, about 1735, and was destined for a private airstrip in Miller, Missouri. Night visual meteorological conditions prevailed for the repositioning flight under 14 CFR Part 91.
A witness reported that the airplane's right engine had been recently overhauled and this was the first flight after installation. The original flight planned for November 2 was postponed due to a soft left main landing gear brake and a flat nose landing gear strut. The mechanic hired for the overhaul said the pilot-rated passenger asked about fixing the nose gear strut, but the mechanic estimated it would take at least a day. Since the owner planned to fly to Ohio later that week for a corrosion inspection, he said he would have the gear fixed then and would fly with the landing gear extended to prevent it from getting stuck. The mechanic temporarily inflated the nose gear strut using shop air.
On November 4, the witness met the pilots at Monett around 1700. During preflight, the nose gear strut was flat again. After engine start and taxi, the airplane stopped on the taxiway for three or four engine run-ups, then returned to the hangar. The pilot reported the right propeller was not feathering. The mechanic was called and arrived 30-40 minutes later. He opened the right inboard cowling, asked a pilot to move the propeller control lever, and noted the governor arm moved smoothly. He adjusted the friction lock. The mechanic also noticed the nose gear strut was flat again.
The witness heard the pilots discussing whether to postpone due to darkness; they decided to proceed directly to Miller rather than making test circuits. The pilots boarded with the pilot-rated passenger in the left seat and the pilot in the right seat. Engines started normally, and after another long run-up with propeller cycling, the airplane departed runway 18. Only the beacon lights were illuminated.
The witness departed in another airplane and followed. The mechanic, surprised they headed north, called his assistant at the Miller airstrip. The assistant reported seeing the airplane approach from the west at 500-800 feet, level, with only beacon lights. It made a smooth right turn south and maintained altitude. The assistant then received a call requesting a fire extinguisher for landing, but the airplane never returned.
En route, the witness noted the accident airplane was off course. The pilot-rated passenger reported fuel or oil coming from the right engine and asked for a fire extinguisher. He then said they were losing oil pressure and returning to Monett, followed by "We shut the engine down." The airplane was about 800-900 feet over the airstrip turning from crosswind to downwind. The witness saw no smoke or fire. The passenger then announced 110 knots, then said they were having trouble gaining and maintaining altitude. After receiving a vector to Mount Vernon Airport, the pilot announced they would land on Interstate 44. The passenger said, "Oh my God, I think we are going to crash," and "We're going to crash." The witness saw the nose gear light illuminate trees, then the nose pitched up, rolled right, pitched forward, and flames appeared.
Ground witnesses reported hearing one engine revving, seeing a bright spotlight, and the airplane descending. One witness saw the airplane impact trees and heard two explosions.
Personnel Information
The pilot held a commercial pilot certificate, flight instructor certificates, and an airframe and power plant (A&P) certificate. His logbook showed 3,299 total hours, including 411 hours in multi-engine airplanes, 102 in a Cessna 310.
The pilot-rated passenger held a private pilot certificate with instrument rating. His logbook showed 1,621.8 total hours, with 10.6 hours in multi-engine airplanes, all in the accident airplane.
Aircraft Information
Maintenance records indicated the airplane did not have a current annual inspection; the last was completed August 10, 2010 (4,549.7 hours). In September 2011, a mechanic found the airplane unairworthy due to a collapsed nose-jack point and corrosion in the forward cabin bulkhead. FAA inspectors concurred. A special flight permit was issued on November 10, 2011, for a ferry flight with gear down only.
The pilot-rated passenger purchased the airplane in January 2012 (registered April 2, 2012). It was flown to Miami, Oklahoma, for an annual inspection. On February 12, 2012, a mechanic noted no significant corrosion but observed buckling from improper jacking. No ferry permit records were found for that flight. After the special permit, the airplane was flown eight times.
The mechanic who overhauled the right engine said he had not "signed off" on the overhaul and was waiting for replacement of older components plus a flight test. He gave the pilot the engine logbook and tags; the right engine logbook was never located.
Meteorological Information
At 1753, the automated weather at Joplin Regional Airport (JLN, about 24 miles west of the accident site) reported wind 120° at 3 knots, clear skies, temperature 13°C, dewpoint 3°C, barometric pressure 30.08 inHg.
Wreckage and Impact Information
The airplane collided with tall trees and traveled about 100 feet on a heading of 182° before coming to rest on debris. A post-impact fire consumed most of the cockpit, fuselage, and parts of wings and tail. Impact marks on trees were progressively lower. Flaps were retracted; landing gear extended. Wing landing lights were retracted. Both engines separated. The right propeller assembly was partially buried; blades were feathered. The left propeller remained attached; blades had aft bending and leading edge damage.
Examination at Continental Motors revealed the right engine oil filter adapter was improperly attached and not safety-wired. Two copper crush rings were found where only one was specified per the STC; a fiber leak-guard gasket was missing. Testing showed the original ring did not exhibit proper torque signatures. The oil pump tachometer drive adapter was improperly threaded. The left engine also had an improperly secured oil filter adapter, but no precluding mechanical anomalies were found.
The mechanic stated he had removed and reinstalled the oil filter adapter without referencing STC instructions or using a torque wrench; he tightened it by "feel" and did not safety-wire correctly. He also re-threaded the oil pump without referencing the manufacturer's service information.
Additional Information
The 1956 Cessna 310 Owner's Manual single-engine climb chart assumed gear and flaps retracted, inoperative propeller feathered, and a 5° bank toward the operating engine at full throttle.