Cessna 310-D | N6979T

DTSB: The DTSB determines the Probable Cause of this accident to be Pilot Error, in that the pilot mis-managed fuel in flight. The pilot was delivering the aircraft to the new owner after a recent sale, and was being followed by another aircraft, a Cessna 205 which was to be the transportation back home. Although the 205 was slower, both aircraft were heard on the Unicom frequency at KAMT, the destination airport, and the accident pilot reported leaving cruise altitude. The 310 had not flown in more than 5 years, had no ADS-b, and needed a lot of maintenance. Technically, the accident plane was being operated on an FAA ferry permit, signed by the new owner who was an A&P but not a multi engine pilot. The wreckage was found with evidence of a Vmc / stall / spin type impact. The pilot had recently undergone shoulder surgery, but his medical condition is not suspected as being a contributor to the accident. The fuel selectors were found in the “MAIN” position (tip tanks) , with fuel remaining in each aux tank (inboard tanks). The aircraft departed with full tanks except the left tip tank which had a fuel leak if filled above a certain level. It is suspected that the accident aircraft lost left engine power while maneuvering onto the final approach course for the RNAV 23 approach at KAMT. The aircraft wreckage was located just northwest of FENLA intersection, and just short of the final approach course. It is probable that the pilot mishandled the fuel induced abnormal, became distracted, and allowed the aircraft to slow well below published Vmc speed, and allowing a Vmc stall and roll over at a low altitude.

NTSB: NONE

DTSB: The DTSB recommends that all pilots of all twin Cessna aircraft become educated on the aircraft systems, specifically the designation of MAIN versus AUXILLERY fuel supplies in this series. The DTSB also recommends that all pilots of all multi engine aircraft rehearse and condition themselves for the proper response of an asymmetric thrust scenario which could present itself at any phase. For any piston twin multi- engine aircraft, the The DTSB recommends the following AQP conditioned response: “ENGINE FAILURE GEAR UP IDENTIFY VERIFY FEATHER BLUE LINE
CHECKLIST.”

NTSB: NONE