PASADENA, MD, USA
N8226
Cessna 310Q
The pilot departed on the first of three legs with an undetermined amount of fuel. He reported to the passenger that the fuel quantity indicating system was inaccurate, but that he knew how much fuel was on board. After flying two legs and purchasing a total of 50 gallons enroute, the airplane departed with what the pilot estimated was a two-hour fuel load for an anticipated one hour final leg to BWI. The passenger reported that the airplane had intercepted the localizer course for the ILS Runway 28 Approach at BWI at 3000 feet. He said, 'All of a sudden the aircraft started yawing violently left to right, because both engines were alternating power, then no power. [The pilot] asked, 'Which engine is failing?' and I said 'they're both failing, you're out of fuel.' He tried to access fuel in the [auxiliary] tanks but there was no fuel anywhere in the aircraft.' Both engines subsequently stopped producing power, and the aircraft descended into wooded terrain. The airplane had been aloft for about 1 hour and 40 minutes when the engines stopped producing power. There was no fuel nor evidence of fuel found at the accident site.
On October 18, 1996, at 2301 eastern daylight time, a Cessna 310Q, N8226Q, was destroyed when it contacted trees and descended into terrain during a forced landing near Pasadena, Maryland. The certificated commercial pilot received minor injuries and the pilot rated passenger sustained serious injuries. Visual meteorological conditions prevailed at the time of the accident and an IFR flight plan was filed. The cargo (film) flight originated in Chesterfield, Virginia (FCI) at approximately 2130 with an intended destination of Baltimore Washington International Airport (BWI). The flight was conducted under 14 CFR Part 135. The airplane departed BWI approximately 0645 with an undetermined amount of fuel. The pilot reported to the passenger that the fuel gauges were inaccurate but that he knew how much fuel was aboard. The pilot also stated that some 'unscheduled' stops would be made in order to buy cheaper fuel. The airplane flew for approximately 5 hours after departing BWI and fuel purchases totaling 50 gallons were made enroute. The passenger reported that the airplane had intercepted the localizer course for the ILS Runway 28 Approach at BWI at 3000 feet. He said, "All of a sudden the aircraft started yawing violently left to right, because both engines were alternating power, then no power. [The pilot] asked, 'Which engine is failing?' and I said 'they're both failing, you're out of fuel'. He tried to access fuel in the [auxiliary] tanks but there was no fuel anywhere in the aircraft." Both engines subsequently stopped producing power and the aircraft descended into wooded terrain. One witness reported that he was outside his place of employment when he saw the airplane fly overhead. He said he "...heard the engine popping like it was being turned off and then back on." The witness reported that the airplane produced "...normal running sounds and then cut off. When the aircraft would sputter it would tend to go to the right. Looked a little lower than the average airplane going over." Two other witnesses standing together outside their home reported, "Once the plane was directly above the house we could hear what sounded like an engine cutting out but we could still hear the steady sound of another engine. About 150 feet away from the house it sounded as if the stalled engine tried to start again and sputtered then stalled again. Still we could hear the sound of another engine. When the engine cut out the second time the plane pitched or dipped its left wing abruptly then righted itself and wobbled like it was going to roll over." During the flight between BWI and Greensboro, North Carolina (GSO), N8226Q was delayed 50 minutes for holding. The airplane departed GSO and flew to FCI where a fuel purchase was made. Prior to departing FCI, the pilot reported to the passenger that N8226Q had 2 hours worth of fuel for the anticipated 1 hour flight to BWI. The airplane flew for approximately 1 hour and 40 minutes prior to the loss of engine power. A post accident examination of the wreckage was conducted with a Federal Aviation Administration Supervisory Aviation Safety Inspector and revealed no pre-impact mechanical deficiencies. The Inspector reported, "The aircraft appeared to descend into the trees on an approximate 300 degree heading and was totally destroyed upon impact. Both propellers were intact and showed no evidence of rotation or power upon impact. The right propeller was separated from the engine upon impacting a tree of approximately 12 inches diameter. The right prop spinner was dented on one side only, verifying that there was no rotation upon impact. All four fuel tanks were observed and contained no fuel. Three of the fuel tanks were opened upon impact but there was no odor or other evidence of fuel on the ground or the surrounding area." The pilot of N8226Q provided a statement that was a chronological description of events from 2130 to 2320. The pilot did not discuss flight planning, fuel purchases, or the mechanical condition of the airplane. In the NTSB Form 6120.1/2, the pilot reported in the Mechanical Malfunction/Failure section: "Left and right engine temp. during turbulence."
the pilot's inadequate preflight planning/preparation and inadequate management of the airplane's fuel supply, which resulted in fuel exhaustion and a forced landing at night. Factors related to the accident were: an inaccurate fuel quantity indicating system, darkness, and trees in the emergency landing area.
Source: NTSB Aviation Accident Database
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