Cessna 310 accident near Freemont, Michigan, March 6, 1982
On March 6, 1982 at about 8:15 pm local time, a Cessna 310, registered N7661Q, was substantially damaged in an accident near Freemont, Michigan (Fremont Municipal airport). 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 NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 6, 1982 · about 8:15 pm local time
- Place
- Freemont, Michigan · Fremont Municipal · 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
- N7661Q · registry record · serial 310Q0440
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE STUDENT WAS A RATED PILOT ON HIS FIRST INSTRUCTIONAL FLIGHT IN THIS AIRCRAFT. AFTER A PRACTICE ABORTED TAKEOFF, THE STUDENT APPLIED POWER TO START ANOTHER TAKEOFF. AT ABOUT THIS TIME, THE AIRCRAFT VEERED TO THE RIGHT. THE INSTRUCTORAPPLIED LEFT RUDDER AND CALLED FOR THE STUDENT TO CUT THE POWER; HOWEVER THE AIRCRAFT CONTINUED TO THE RIGHT AND STRUCK A SNOWBANK. DURING AN INVESTIGATION, THE RIGHT ENGINE WAS OPERATIONALLY CHECKED. WITH THE FUEL BOOST PUMPS OFF, IT FUNCTIONED NORMALLY. HOWEVER, WITH THE BOOST PUMP SWITCH IN THE HIGH POSITION, THE ENGINE WOULD NOT RESPOND PROPERLY WHEN THE THROTTLE WAS RETARDED FROM A HIGH POWER SETTING AND THEN RE-ADVANCED. THE FUEL FLOW REMAINED HIGH AND BLACK EMISSIONS CAME FROM THE EXHAUST SYSTEM. WHEN THE THROTTLE WAS RETARDED, THE ENGINE WOULD STOP RUNNING. THE LEFT ENGINE OPERATED NORMALLY DURING THE SAME CHECK. THE INSTRUCTOR SUSPECTED A MALFUNCTION OF THE FUEL PUMP PRESSURE SWITCH.
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: single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 10,000 hours in all; 500 in this make and model; 90 in the last 90 days; 10,000 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 1,261 hours
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 5,500 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470 (piston); 0 hours total
- Operator: Lakeshore Leasing
The flight
- Departed from: 3FM Freemont MI at 3:15 pm
- Destination: 3FM Freemont MI
- Flight plan: none
- Runway 18, 5,500 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 20 statute miles
- Sky: not recorded; not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.