Cessna 310Q accident near Pierre, South Dakota, December 7, 2005
On December 7, 2005 at about 2:50 pm local time, a Cessna 310Q, registered N8403F, was substantially damaged in an accident near Pierre, South Dakota (Pierre Regional airport). It was flown under charter and air-taxi rules (Part 135). 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 pilot's failure to maintain control of the airplane during the landing roll due to the icy runway. Factors were the compacted snow and ice along the edges of the runway and at the taxiway intersection, and the snow banks adjacent to the runway and taxiway.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 7, 2005 · about 2:50 pm local time
- Place
- Pierre, South Dakota · Pierre Regional · 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
- N8403F · no longer on the register · serial 310Q0640
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The airplane was substantially damaged when it impacted a snow bank during landing rollout. The pilot stated that he landed on the centerline, however, as he "lowered the nose the aircraft turned abruptly to the left" and the airplane became "uncontrollable." He noted that one wheel went off the runway and the airplane subsequently impacted a snow bank at the intersection of the runway and taxiway. The airplane traveled an additional 25 feet further down the runway after the initial impact before coming to rest. The nose landing gear was separated from the airframe and was located at the point of initial impact. The center portion of the runway was dry, however, the outer edges were covered with compacted snow and ice. The taxiway intersection was also covered with compacted snow and ice. The dry portion of the runway did not exhibit any skid marks attributable to the accident airplane. A post accident inspection did not reveal any anomalies with the aircraft.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,500 hours in all; 700 in this make and model; 180 in the last 90 days; 60 in the last 30 days; 2,300 as pilot in command; 1,200 on instruments
- Last flight review: July 1, 2005
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Maximum gross weight: 5,300 lb
- Seats: 2
- Landing gear: retractable
- Engine 1: Continental IO-470-VO (piston); 0 hours total
- Engine 2: Continental IO-470-VO (piston); 0 hours total
- Operator: Air Max Airlines
The flight
- Departed from: FSD Sioux Falls SD at 2:00 pm
- Destination: PIR Pierre SD
- Flight plan: IFR
- Runway 31, 6,900 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 340° at 8 knots
- Visibility: 10 statute miles
- Sky: overcast at 5,000 ft
- Temperature: 57°F (14°C), dew point 64°F (18°C)
- Altimeter: 30.61 inHg
- Observation at 2:53 pm from PIR
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.