Accident Details
On May 22, 2022, at approximately 1952 central daylight time, a Cessna 310R airplane, registration N310DC, was substantially damaged during an accident near Caryville, Florida. The pilot, the sole occupant, was not injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
The pilot reported that the preflight and ground operations were routine. The day before the accident, the aircraft's fuel tanks were filled to their total capacity of 160 gallons with 47 gallons of fuel. The flight departed from Northwest Florida Beaches International Airport (ECP) in Panama City, Florida, at about 1929, with a destination of Gwinnett County Airport (LZU) in Lawrenceville, Georgia.
While cruising at 5,800 feet mean sea level, the left engine lost power. The pilot initiated emergency checklist procedures and advised air traffic control, requesting right turns only and a return to ECP. Shortly thereafter, the right engine also lost power. The pilot attempted to switch to the auxiliary fuel tanks, but there was no response from the engines. Unable to glide to an airport, he maintained best glide speed and performed a forced landing with the landing gear retracted in a nearby farm field. After touchdown, the airplane collided with a barbed-wire fence and came to a stop in an open pasture. A postcrash fire ensued, which consumed the outboard and center sections of the left wing. The pilot egressed the aircraft and was met by first responders.
Examination Findings
The wreckage was recovered to a storage facility for examination. The right main (tip) fuel tank was breached from ground impact and contained organic debris consistent with the accident site; no residual fuel was found in the tip tank. The right auxiliary tank, mounted in the right wing, contained fuel and was filled to near capacity. The fuel from the auxiliary tank was recovered; it was clean and light blue in color with no particulates. A small amount of water (about one teaspoon) was observed in the drained fuel.
The right auxiliary fuel pump and the right transfer pump tested normally when powered with an electric source. All right-wing fuel lines, valves, and filters were examined for contamination and obstructions; none were found.
The left-side aircraft fuel system was extensively damaged from the postaccident fire. The left main (tip) fuel tank was destroyed by fire and no residual fuel remained. The left auxiliary tank, mounted in the left wing, contained a combination of fuel, water, and debris; it was breached during ground impact and postaccident fire and was exposed to the elements. The fuel from the auxiliary tank was not quantified due to the damage.
The left auxiliary fuel pump and left transfer pump were not tested due to fire damage. All surviving left-wing fuel lines, valves, and filters were examined for contamination and obstructions; none were found.
Engine and Propeller Examination
Both engines were examined. Internal valve train continuity was confirmed on both engines. All top spark plugs were removed and were normal in color and wear according to a spark plug inspection chart. Suction and compression were observed on all cylinders when the engine crankshafts were manually rotated. Both engine-driven fuel pumps rotated freely and both pump drives were intact. All cylinder fuel injectors were removed and examined; they were clear and free of contaminants or debris. All magnetos produced spark on all leads. Residual fuel was noted inside both engine fuel distribution valves. All fuel lines on both engines were unobstructed. A lighted borescope was used to examine the inside of all 12 cylinders; the cylinder walls, piston heads, and valves were undamaged and exhibited minimal wear.
Both propeller assemblies were examined. There was an absence of S-bending and twisting of the blades; however, both sets of blades exhibited leading edge polishing and chordwise scratching on the blade surfaces.
Samples of fuel from the right and left auxiliary fuel tanks were tested in a laboratory for the possibility of contamination with Jet A fuel; no Jet A was found in the samples.