NTSB Identification: NYC07MA162
14 CFR Part 91: General Aviation
Accident occurred Tuesday, July 10, 2007 in Sanford, FL
Aircraft: Cessna 310R, registration: N501N
Injuries: 5 Fatal, 4 Serious.
This is preliminary information, subject to change, and may
contain errors. Any errors in this report will be corrected when
the final report has been completed.
On July 10, 2007, at 0835 eastern daylight time, a Cessna 310R,
N501N, operated by the National Association for Stock Car Auto
Racing (NASCAR), was destroyed during a collision with trees and
structures in a residential area while attempting an emergency
landing to the Sanford Orlando International Airport (SFB),
Sanford, Florida. The certificated commercial pilot and the
certificated airline transport pilot were fatally injured. Three
people on the ground were fatally injured, and four were seriously
injured. A postcrash fire consumed the airplane and two
single-family homes. Visual meteorological conditions prevailed,
and an instrument flight rules flight plan was filed for the
personal flight that was conducted under 14 CFR Part 91. The
airplane departed Daytona Beach International Airport (DAB),
Florida, about 0822, and was destined for Lakeland Linder Airport
(LAL), Lakeland, Florida.
A preliminary review of air traffic control (ATC) radar and
voice communication recordings revealed that shortly after reaching
a cruising altitude of 6,000 feet, the crew declared an emergency
at 08:32:50. They advised ATC there was "smoke in the cockpit," and
announced their intention to land at SFB. After ATC cleared the
airplane to fly directly to SFB and descend, the target identified
as the accident airplane turned in the direction of SFB, and
descended. Shortly after, ATC advised the airplane, "cleared to
land any runway." The last radio transmission from the crew, at
08:33:15, was cut off mid-sentence.
According to several witnesses in the area surrounding the crash
site, their attention was drawn to the airplane because of its
speed, and low altitude, as well as its position and orientation in
relation to SFB as it was "going the wrong way." Many of the
witnesses stated the airplane was traveling "extremely fast," was
"very low," and the wings were "rocking." Then, just prior to
impact, the airplane made a sharp turn to the west in a "steep"
bank. Several described smoke trailing from the airplane, and one
witness stated, "smoke was trailing from the port side."
The accident occurred during the hours of daylight approximately
28 degrees, 49 minutes north latitude, and 81 degrees, 17 minutes
west longitude.
The airplane was examined at the site on July 11, 2007, and all
major components were accounted for at the scene. The wreckage path
was oriented approximately 255 degrees magnetic, and about 530 feet
long. . The initial impact point was in treetops on the eastern
edge of a housing development, about 70 feet above the ground. The
swath cut in the north/south tree line was approximately the same
width as the wingspan of the accident airplane, and angled down in
a northerly direction. Fractured and angularly cut tree branches
were scattered about the first 300 feet of wreckage path.
The cockpit and cabin area of the airplane came to rest inside
the eastern-most house located about 270 feet from the initial
impact point and was entangled in home structure, and consumed by
fire. The airplane's wings were fragmented along the wreckage path
between the initial impact point and the main wreckage. A wing tip
fuel tank was located outside of the house, adjacent to the main
wreckage. The left engine was separated from the airplane, and
located inside the house. The left propeller assembly was separated
from the engine, and located beneath debris inside the house. One
propeller blade was separated from the assembly, and located in
close proximity to the hub.
On-site examination of the fuselage by Safety Board
investigators and specialists did not reveal any specific fire
patterns, or obvious points of ignition. The airplane's
combustion-type heater was completely burned and could not be
established as a point of ignition. Electrical components from the
cockpit have been harvested for additional examination at the
Safety Board's Material Laboratory in Washington, D.C.
Flight control cable
continuity for the rudder and elevators was verified from where the
cables were broken, approximately mid-cabin area, to the empennage.
Aileron control cable continuity was verified from the left wing
root outboard to the bellcrank. Numerous separations in the control
cables in the right wing and forward fuselage portions exhibited
signatures typical of tension overload.
The left engine propeller assembly, gear driven alternator,
propeller governor, fuel manifold valve, fuel lines and tubes,
throttle body, fuel control, and sections of the induction and
exhaust assembly were found separated from the engine. No obvious
preimpact mechanical malfunctions were noted during an examination
of the left engine by Safety Board investigators. The propeller
assembly was impact damaged and one blade had separated from the
hub. The separated blade had approximately 8 inches missing from
the tip. The remaining two blades were found loose in the hub. All
three propeller blades displayed similar twisting, bending, leading
edge gouging, and chordwise scratching.
The right engine displayed varying degrees of impact damage. The
right engine propeller assembly, left side exhaust muffler and
pipe, number 5 cylinder exhaust elbow, right side induction elbows
and tubes, propeller governor link arms, and number 6 rocker cover
were separated from the engine. No obvious preimpact mechanical
malfunctions were noted during an examination of the right engine
by Safety Board investigators. All three propeller blades displayed
similar twisting, bending, leading edge gouging, and chordwise
scratching. Blade number 2 and number 3 were found loose in the hub
and blade number 2 had approximately 6 inches missing from the
tip.
Examination of the landing gear and wing flap actuators revealed
that the gear and flaps were retracted.
The pilot held a
commercial pilot certificate with ratings for airplane single
engine land, multi-engine land, and instrument airplane. According
to a review of company and FAA records, the pilot had accrued an
estimated 276 total hours of flight experience, 106 hours of
multi-engine experience, and 26 hours in make and model. His most
recent third-class medical certificate was issued in December
2005.
The second pilot held an airline transport pilot certificate
with a rating for airplane multi-engine land, and instrument
airplane. He held a commercial pilot certificate for airplane
single-engine land, and a flight instructor certificate with
ratings for airplane single-engine land, multi-engine land, and
instrument airplane. According to company records, the pilot had
accrued 10,580 total hours of flight experience, with 60 hours in
make and model. His most recent first class medical certificate was
issued in June 2007.
According to the director of aviation, the pilot was an employee
of NASCAR, but was not employed in the flight department. He
explained that the pilot was authorized to fly N501N for his
personal use, but only when accompanied by the second pilot, the
company's "most senior captain."
Both the pilot and the second pilot completed Cessna 310
proficiency training at SIMCOM Training Center, Orlando, Florida,
on January 25, 2007.
It is not known which pilot was manipulating the controls of the
airplane during the flight and accident sequence.
According to FAA and maintenance records, the airplane was
manufactured in 1977, and had accrued 4,740 hours of total flight
time. The airplane was on an annual inspection program, and the
most recent annual inspection was completed October 11, 2006, at
4,717 aircraft hours.
At 0853, the weather reported at SFB, 4 miles northeast,
included visibility 10 miles, clear skies, and winds from 200
degrees at 5 knots. The temperature was 84 degrees Fahrenheit, and
the dew point was 73 degrees Fahrenheit.
ANN's Daily Aero-Linx (04.15.24)
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