Cessna 310R accident near Gaylord, Michigan, December 18, 1982
On December 18, 1982 at about 5:37 pm local time, a Cessna 310R, registered N1777E, was substantially damaged in an accident near Gaylord, Michigan (Otsego County airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
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
- December 18, 1982 · about 5:37 pm local time
- Place
- Gaylord, Michigan · Otsego County · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 310R · all 310Rs on the register
- Registration
- N1777E · no longer on the register · serial 310R1569
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
PRIOR TO A FLIGHT FROM CHARLESTON, WV TO SAULT STE MARIE, MI, THE PILOT WAS BRIEFED TO EXPECT ICING CONDITIONS. DURING THE FLIGHT, MIXED AND RIME ICING CONDITIONS WERE ENCOUNTERED; HOWEVER, THE DEICING EQUIPMENT REMOVED IT SATISFACTORILY. AN UPDATE WEATHER BRIEFING WAS NOT OBTAINED FOR A RETURN FLIGHT. AFTER TAKEOFF, THE PILOT LEVELED AT 7000 FT MSL. ABOUT 22 MIN LATER, HE REQUESTED A LOWER ALTITUDE BECAUSE OF HEAVY ICING CONDITIONS. THE AIRCRAFT WAS CLEAR TO 6000 FT, THEN 5000 FT, BUT WAS STILL IN ICING CONDITIONS. A CLIMB TO 9000 WAS THEN UNSUCCESSFULLY ATTEMPTED. THE PILOT THEN DIVERTED TOWARD GAYLORD AND WAS CLEARED TO 3500 FT. THE PILOT SAW THE AIRPORT WHILE AT AN ALTITUDE OF ABOUT 900 FT AGL, BUT WAS UNABLE TO MANEUVER THE PLANE TO LAND ON A RUNWAY. FINALLY, AT AN ALTITUDE OF ABOUT 50 FT AGL, HE LEVELED THE WINGS AND LANDED STRAIGHT AHEAD. DURING THE LANDING ROLL-OUT, THE AIRCRAFT COLLIDED WITH TREES.
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: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 9,760 hours in all; 350 in this make and model; 75 in the last 90 days; 9,540 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 771 hours
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 5,500 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-BB (piston); 0 hours total
- Operator: Union Boiler Company
The flight
- Departed from: CIV Sault Ste. Mari MI at 11:52 am
- Destination: CRW Charleston WV
- Flight plan: IFR
- Runway 27, 5,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 14 knots
- Visibility: 1 statute miles
- Sky: overcast at 800 ft; not recorded
- Temperature: 86°F (30°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 12:00 pm from PLN, 45 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.