Cessna 310D accident near Anchorage, Alaska, March 27, 1982
On March 27, 1982 at about 10:00 pm local time, a Cessna 310D, registered N6817T, was substantially damaged in an accident near Anchorage, Alaska (Merrill Field). It was a ferry flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 27, 1982 · about 10:00 pm local time
- Place
- Anchorage, Alaska · Merrill Field · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 310D · all 310Ds on the register
- Registration
- N6817T · registry record · serial 39117
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
JUST PRIOR TO THE MISHAP, MAINTENANCE ON THE AIRCRAFT HAD BEEN PERFORMED. THIS INCLUDED WORK ON THE CABIN HEATER IN THE NOSE WHEEL WELL AREA. AFTER TAKEOFF TO FERRY THE PLANE TO A NEARBY AIRPORT, THE NOSE WHEEL BECAME JAMMED AS THE GEAR WAS RETRACTED. THE MAIN GEAR COULD BE CYCLED BUT THE NOSE GEAR WOULD NOT EXTEND. WHILE LANDING WITH THE MAIN GEAR EXTENDED, THE NOSE SECTION AND PROPELLER TIPS WERE DAMAGED AS THE NOSE WAS LOWERED TO THE RUNWAY. AN EXAMINATION REVEALED THAT THE LEFT NOSE GEAR DOOR WAS PARTIALLY CLOSED AS THE NOSE GEAR RETRACTED. THE NOSE GEAR AND STRUT HAD CRUSHED THE DOOR INWARD AND UPWARD. THE CENTERING CAM/WHEEL STRAIGHTENER, THE UPPER NOSE WHEEL STEERING MECHANISM, AND THE GEAR RETRACT ARM MECHANISMS ON THE NOSE GEAR DOORS WERE WORN. ALSO, A LACK OF LUBRICATION WAS NOTED IN THE NOSE GEAR ASSEMBLY. THE AIRCRAFT HAD BEEN FLOWN APPROXIMATELY 15 HOURS SINCE THE LAST ANNUAL INSPECTION.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; single-engine sea
- Flight time: 1,585 hours in all; 651 in this make and model; 15 in the last 90 days; 8 in the last 30 days; 1,492 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 2,970 hours
- Last inspection: inspection type not recorded; 15 hours since
- Maximum gross weight: 4,800 lb
- Seats: 5
- Landing gear: retractable
- Engine: Continental IO-470D (piston); 0 hours total
The flight
- Departed from: MRI Anchorage AK at 5:15 pm
- Destination: MRI Anchorage AK
- Flight plan: none
- Runway 24, 4,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 280° at 3 knots
- Visibility: 60 statute miles
- Sky: not recorded; scat at 10,000 ft
- Temperature: 84°F (29°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 5:00 pm from MRI
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.