Cessna 310Q accident near Moline, Illinois, November 26, 1999
On November 26, 1999 at about 8:27 pm local time, a Cessna 310Q, registered N7762Q, was substantially damaged in an accident near Moline, Illinois (Moline-Quad Cities airport). It was a personal 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 landing gear locking mechanism was not properly locked. Factors relating to this accident were the improper rigging of the gear and the runway marker.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 26, 1999 · about 8:27 pm local time
- Place
- Moline, Illinois · Moline-Quad Cities · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 310Q · all 310Qs on the register
- Registration
- N7762Q · registry record · serial 310Q0262
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was on approach. When the pilot extended his gear, he noticed that there wasn't a green light (down and locked) indication on the left main landing gear. The pilot recycled the gear but still didn't get a safe indication. The pilot advised the control tower at Moline, Illinois, of the unsafe gear condition and requested to make a low pass down runway 23 to have tower controllers look at the landing gear. The tower told the pilot that all three landing gear seemed to be down. The pilot came around and performed a landing on runway 09. On touchdown, the landing gear collapsed and the airplane slid off the left side of the runway. The airplane struck a runway marker and came to rest in the grass, south of the runway. Examination of the airplane's left main landing gear wheel well showed that the landing gear bellcrank was broken and its pivot bolt was bent, and the inboard rod end of the gear lock turn buckle was broken. No other anomalies were found.
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; instrument: airplane
- Flight time: 721 hours in all; 133 in this make and model; 6 in the last 90 days; 4 in the last 30 days; 616 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,358 hours
- Last inspection: annual inspection, October 1, 1999; 4 hours since
- Maximum gross weight: 5,300 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-470-VO (piston); 0 hours total
The flight
- Departed from: C24 Downers Grove IL at 6:33 pm
- Destination: MLI
- Flight plan: VFR
- Runway 9, 10,002 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 4,400 ft; scat at 3,600 ft
- Temperature: 45°F (7°C), dew point 34°F (1°C)
- Observation at 6:55 pm from MLI, 1 miles away
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.