Cessna 310 accident near Stotts City, Missouri, November 5, 2012
On November 5, 2012, a 1956 Cessna 310, registered N6BS, was substantially damaged in an accident during emergency descent near Stotts City, Missouri. It was a positioning flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain airplane control after he shut down the right engine in flight due a loss of oil pressure. Contributing to the accident was the pilot's decision to reposition the unairworthy airplane during twilight after extensive maintenance had been done to the right engine along with a known mechanical deficiency with the landing gear. Contributing to the accident was the mechanic's improper assembly and installation of the right engine's oil filter adapter, which resulted in a loss of oil to that engine.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 5, 2012
- Place
- Stotts City, Missouri · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 310, built 1956 · all 310s on the register
- Registration
- N6BS · no longer on the register · serial 35362
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot and the pilot-rated passenger originally planned to make several circuits in the traffic pattern to test the right engine, which recently underwent extensive maintenance, before repositioning the airplane to a nearby airport. However, the flight was delayed to make an adjustment to the propeller lever friction lock. Because of the delay, the pilots departed after the sun had set and decided to fly directly to the other airport, which did not have runway lights. While en route, the right engine began to lose oil pressure and lost total power, so the pilot shut the engine down and feathered the propeller. The pilot elected to return to the departure airport, but was unable to maintain altitude. The airplane impacted trees and a postimpact fire consumed most of the airplane. According to witnesses, the airplane's nose gear landing strut was flat before departure and the pilots agreed they would leave the landing gear extended for the flight. Witnesses who saw the airplane just before impact confirmed the landing gear was extended. Postaccident examination of the right engine revealed the oil filter adapter was not properly assembled or adequately secured to the engine. The mechanic who performed maintenance to the oil adapter admitted that he did not follow the manufacturer's instructions when reassembling the adapter and when installing it on the engine. As a result, the adapter came loose during flight, which resulted in a loss of oil. Based on the single-engine performance data provided by the airplane manufacturer, the airplane should have had a single-engine climb rate of about 166 feet per minute with the landing gear extended, assuming the airplane was properly configured and the operating engine was producing full power. Although the airplane did not have a current annual inspection, no mechanical malfunctions or failures were noted with the airplane or the left engine that would have precluded normal operation.
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
What happened, in order
- Loss of engine power (total) during maneuvering
- Loss of control in flight during emergency descent defining event
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- factor Aircraft › Aircraft power plant › Engine (reciprocating) › (general) › Failure
- factor Personnel issues › Task performance › Maintenance › Installation › Maintenance personnel
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 3,299 hours in all; 102 in this make and model; 27 in the last 90 days; 5 in the last 30 days; 3,206 as pilot in command
- Last flight review: October 2, 2012
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: fatal
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,621 hours in all; 10 in this make and model; 31 in the last 90 days; 1,539 as pilot in command
- Last flight review: June 9, 2012
- Medical certificate: Class 2
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 4,550 hours
- Last inspection: annual inspection, August 10, 2010
- Seats: 5
- Landing gear: retractable
- Engine 1: Cont Motor O-470 SERIES (piston); 0 hours total
- Engine 2: Cont Motor O-470 SERIES (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: HFJ Monett MO at 11:35 pm
- Destination: None Miller MO
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 120° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 55°F (13°C), dew point 37°F (3°C)
- Altimeter: 30.07 inHg
- Observation at 11:53 pm from JLN, 24 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
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.