Cessna 310 accident near Ridgeland, South Carolina, July 12, 1995
On July 12, 1995 at about 6:55 pm local time, a Cessna 310, registered N3083D, was substantially damaged in an accident near Ridgeland, South Carolina. It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S FAILURE TO ASSURE THAT THE AIRPLANE'S ALTERNATORS WERE ON WHICH LED TO A COMPLETE LOSS OF ELECTRICAL POWER, AND HIS FAILURE TO ATTEMPT TO LOWER THE LANDING GEAR BY EMERGENCY PROCEDURES.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 12, 1995 · about 6:55 pm local time
- Place
- Ridgeland, South Carolina · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 310 · all 310s on the register
- Registration
- N3083D · no longer on the register · serial 35283
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
EN ROUTE, THE PILOT WAS INFORMED THAT HIS MODE C ENCODER WAS NOT BEING RECEIVED. THE AIRPLANE SLOWLY BEGAN LOSING ELECTRICAL POWER, WITH EVENTUAL FAILURE OF ALL COMMUNICATION AND NAVIGATION EQUIPMENT (INCLUDING A HAND-HELD GPS THAT USES POWER FROM THE AIRCRAFT'S BATTERIES.) THE PILOT CONTINUED THE FLIGHT USING PILOTAGE. THE PILOT REPORTED THAT WHEN THE FUEL GAGES WERE INDICATING 10 GALS IN EACH TANK, HE DECIDED TO MAKE AN OFF-AIRPORT LANDING ON AN INTERSTATE HIGHWAY. THE PILOT ATTEMPTED TO LOWER THE GEAR, BUT WAS UNSUCCESSFUL. AN ATTEMPT TO MANUALLY PUMP THE GEAR DOWN WAS NOT MADE. TRAFFIC ON THE INTERSTATE FORCED THE PILOT TO INITIATE A GEAR UP LANDING ON A SERVICE ROAD ADJACENT TO THE INTERSTATE. THE PILOT STATED THAT THE ENGINE MAINTAINED FULL POWER DURING THE ENTIRE SEQUENCE. AFTER THE ACCIDENT, THE BATTERIES WERE RECHARGED AND REPLACED IN THE AIRCRAFT. BOTH ALTERNATORS AND ALTERNATOR SWITCHES OPERATED NORMALLY. NO EVIDENACE OF CHARGING CIRCUIT MALFUNCTION OR FAILURE WAS NOTED.
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; rotorcraft: helicopter
- Flight time: 292 hours in all; 55 in this make and model; 22 in the last 90 days; 130 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 4,600 lb
- Seats: 5
- Landing gear: retractable
- Engine: Continental O-470M (piston); 0 hours total
The flight
- Departed from: X21 Titusville FL at 4:50 pm
- Destination: BKW Beckly WV
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 130° at 9 knots
- Visibility: 6 statute miles
- Sky: scat at 4,500 ft
- Temperature: 91°F (33°C), dew point 70°F (21°C)
- Altimeter: 30.00 inHg
- Observation at 6:50 pm from SAV, 25 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.