History of Flight
On November 21, 2012, about 1715 eastern standard time, a Cessna 310B, registered as N5419A, was substantially damaged after impacting terrain near Lakes of the North Airport (4Y4) in Mancelona, Michigan. The certificated airline transport pilot, the sole occupant, was fatally injured. The airplane was operated under Part 91 of the Federal Aviation Regulations as a personal flight. Day visual meteorological conditions prevailed, and no flight plan was filed. The flight was originating at the time of the accident.
A witness near the airport observed the airplane depart 4Y4 from Runway 24 between 1700 and 1715. No witnesses observed the accident. On the morning of November 23, 2012, the wreckage was discovered about 1 mile from the departure end of Runway 24 and about ¾ mile to the right of the extended runway centerline. Normal traffic pattern direction at the uncontrolled airport was to the left for this runway, and the pilot was known to follow this requirement closely.
Personnel Information
The pilot, age 68, held an airline transport pilot certificate with multi-engine land and commercial single-engine land ratings. He also held an airframe and powerplant certificate with inspection authorization. He had performed annual inspections on the accident airplane from 2008 to 2012. On May 5, 2007, the pilot was issued a Class 3 limited medical certificate requiring corrective lenses, reporting 19,310 hours of flight experience. No further medical certificates were available. The last documented flight review occurred on August 10, 2007. The pilot was a retired airline captain with most flight time in Boeing 727 aircraft.
Aircraft Information
The accident airplane, a Cessna 310B (serial number 35619), was manufactured in 1957 and held a standard airworthiness certificate. It was certificated for single-pilot operation. Logbooks indicated a total time of 7,483 hours at the last annual inspection. The airplane was powered by two Continental Motors O-470-M engines. The left engine had 3,713 total hours with 248 hours since major overhaul; the right engine had 5,856 total hours with 1,335 hours since major overhaul. Both propellers were installed on April 23, 2000, with no maintenance entries since.
Meteorological Information
The weather observing station at Gaylord Regional Airport (KGLR), 10 miles northeast, reported at 1653: wind 180 degrees at 10 knots, visibility 6 miles, clear skies, temperature 9°C, dew point 6°C, altimeter 30.05 inches.
Wreckage and Impact Information
The accident site was in flat, forested terrain. The airplane first struck a 40-foot tree, coming to rest about 100 yards beyond. The debris path indicated the airplane was nearly inverted at impact. Cockpit throttle levers were in idle; mixture levers leaned, right more than left; propeller controls full forward; carburetor heat off; right fuel boost pump on, left off. Instrument panel showed airspeed 269 mph, VSI 200 fpm climb, altimeter 1,600 feet (Kollsman 30.03), radios set to various frequencies.
Both main fuel tanks and the right auxiliary tank were compromised. The right main tank had fuel present with snow (not tested for water). The right fuel selector was near right main position. The left main tank was empty; left auxiliary had about 4 gallons of fuel, negative for water. Left fuel selector near left main position. Flight control continuity was confirmed. Landing gear and flaps were up. Propellers were not feathered. The pitot tube was blocked with dirt; static ports unobstructed. The attitude gyro had slight scoring. No evidence of pre-impact mechanical anomalies was found in the wreckage.
Tests and Research
Both engines were examined at Continental Motors in Mobile, Alabama, and carburetors at Precision Engines in Everett, Washington. The left engine started normally, accelerated without hesitation, and produced rated horsepower. Compression tests showed varied readings. The right engine also started normally and produced rated horsepower, with similar compression variability. Both carburetors were assembled correctly, with clean fuel inlet screens and no anomalies that would prevent normal function. Due to impact damage, the carburetors could not be bench tested.
Additional Information
Federal regulations define Vmc as the calibrated airspeed at which control can be maintained with the critical engine inoperative. The FAA Airplane Flying Handbook discusses Vmc and engine-out procedures. An autopsy attributed the pilot's death to blunt force injuries. Toxicology tests found no carbon monoxide, cyanide, or ethanol. The pilot had mild coronary artery disease but no significant preexisting pathology. Friends described him as in good health.