Cessna 310K accident near East Point, Georgia, October 12, 1992
On October 12, 1992 at about 5:32 pm local time, a Cessna 310K, registered N111JC, was destroyed in an accident near East Point, Georgia (William B. Hartsfied airport). It was an executive or corporate flight under general aviation rules (Part 91). 4 people were killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S MISMANAGEMENT OF THE FUEL SUPPLY WHICH RESULTED IN FUEL STRAVATION OF BOTH ENGINES.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 12, 1992 · about 5:32 pm local time
- Place
- East Point, Georgia · William B. Hartsfied
- Type
- Accident
- Injuries
- 4 people were killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 310K · all 310Ks on the register
- Registration
- N111JC · registry record · serial 310 2208
- Damage
- Destroyed
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE FLIGHT WAS ISSUED AN INSTRUMENT FLIGHT CLEARANCE WITH A CRUISE ALTITUDE OF 8000 FEET. THE FLIGHT WAS UNEVENTFUL UNTIL THE PILOT STARTED HIS LETDOWN AND APPROACH TO THE DESTINATION AIRPORT. AS THE FLIGHT DESCENDED FROM THE ASSIGNED CRUISE ALTITUDE, THE PILOT REPORTED TO AIR TRAFFIC CONTROL THAT ONE ENGINE HAD QUIT. A MINUTE LATER THE PILOT REPORTED THAT THE SECOND ENGINE HAD ALSO QUIT. THE ATC CONTROLLER CONTINUED TO PROVIDE RADAR SERVICE UNTIL ALL CONTACT WAS LOST. THE AIRPLANE WAS NEXT OBSERVED BY A WITNESS WHO REPORTED SEEING FUEL COMING FROM THE AIRPLANE. THE AIRPLANE COLLIDED WITH THE ROADWAY AND SKIDDED ABOUT 500 FEET, COLLIDED WITH A UTILITY POLE AND BURNED. THE FIRE DESTROYED THE CENTER SECTION OF THE AIRFRAME, BUT THE WRECKAGE EXAMINATION DISCLOSED THAT THE FUEL SELECTORS WERE IN THE AUXILIARY POSITIONS. ACCORDING TO THE OWNER'S MANUAL, THE FUEL SELECTORS SHOULD BE PLACED IN THE MAIN POSITION FOR LANDINGS AND TAKEOFFS. THE MANUAL ALSO STATES THAT FUEL WILL VENT FROM THE MAIN FUEL TANKS WHEN THERE IS INSUFFICIENT SPACE IN THE MAIN FUEL TANK FOR RETURNED FUEL AND VAPORS. THE WRECKAGE EXAMINATION FAILED TO DISCLOSE ANY MECHANICAL MALFUNCTIONS.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,700 hours in all; 75 in this make and model
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, October 1, 1992; 1 hours since
- Maximum gross weight: 5,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental I0-470-VO (piston); 0 hours total
- Fire on the ground
- Operator: Gas Systems And Services INC.,
The flight
- Departed from: 0GB Orangeburg SC at 4:15 pm
- Destination: FTY Atlanta GA
- Flight plan: IFR
- Runway 9, 11,889 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 310° at 4 knots
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
- Observation at 5:39 pm from ATL, 3 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 | 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.
Other NTSB records under N111JC the same tail number, which may have belonged to a different aircraft at the time
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.