Cessna 310N accident near Keflavík, Outside the U.S., February 11, 2008
On February 11, 2008 at about 4:11 pm local time, a Cessna 310N, registered N5030Q, was substantially damaged in an accident during enroute (cruise) near Keflavík, Outside the U.S. (Reykjavik Ad Arpt (Nof) airport). It was a ferry flight under general aviation rules (Part 91). 1 person was killed.
The NTSB's probable cause their words, unchanged
The reported loss of both engines' power during cruise for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 11, 2008 · about 4:11 pm local time
- Place
- Keflavík, Iceland · Reykjavik Ad Arpt (Nof) · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- not recorded
- Aircraft
- Cessna 310N · all 310Ns on the register
- Registration
- N5030Q · no longer on the register · serial 310N-0130
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
** This report was modified on July 5, 2023. Please see the docket for this accident to view the original report.** The twin-engine airplane was being ferried across the Atlantic Ocean. About 1540, the pilot reported an engine power loss to Icelandic air traffic control. The pilot reported that he could not transfer fuel and subsequently reported a loss of power to both engines. About 1609, a transmission of "Go Reykjavik 3Q" was received from the airplane. That was the last transmission from the airplane. Search and rescue operations were conducted but no evidence of the airplane or the pilot was found. Fifteen years, one month, and 11 days after the airplane was lost, a large fishing trawler caught wreckage from the airplane in its fishing nets. The trawler was about 51.5 nm west of the Keflavik Airport. The wreckage consisted of an engine and propeller, an engine nacelle, left wing parts, and a bag containing logbooks. Remains from the pilot were also confirmed. An examination of the wreckage provided no additional information.
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
- Ditching during emergency descent
- Unknown or undetermined during enroute (cruise) defining event
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: commercial pilot, private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,300 hours in all
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: unk
- Injury: fatal
The aircraft
- Airframe total time: 5,964.8 hours
- Last inspection: annual inspection, January 1, 2008
- Maximum gross weight: 5,200 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Continental IO-470-VO (piston); 0 hours total
- Engine 2: Continental IO-470-VO (piston); 0 hours total
The flight
- Departed from: BGBW Narssarssuaq
- Destination: BIRK Reykjavik Ad
- Flight plan: IFR
Weather at the time
- Light: daylight
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.
Other NTSB records under N5030Q 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.