Cessna 310R accident near Superior, Wisconsin, March 11, 1992
On March 11, 1992 at about 7:50 pm local time, a Cessna 310R, registered N1328G, was destroyed in an accident near Superior, Wisconsin (Richard I Bong airport). It was an instructional flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
INADEQUATE AIRSPEED, WHICH RESULTED IN AN INADVERTENT STALL/SPIN, AND FAILURE OF THE INSTRUCTOR PILOT TO TAKE SUFFICIENT REMEDIAL ACTION TO PREVENT THE LOSS OF CONTROL.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 11, 1992 · about 7:50 pm local time
- Place
- Superior, Wisconsin · Richard I Bong · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 310R · all 310Rs on the register
- Registration
- N1328G · no longer on the register · serial 310R0012
- Damage
- Destroyed
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING AN INSTRUMENT TRAINING FLIGHT, A COMMERCIAL PILOT RATED STUDENT & AN INSTRUMENT INSTRUCTOR PILOT (CFII) FLEW TO DULUTH TO PRACTICE APPROACHES, THEN RETURNED TO THEIR HOME BASE AT SUPERIOR. FBO PERSONNEL AT SUPERIOR HEARD THE CREW MAKING AIRPORT TRAFFIC ADVISORIES, WHILE MAKING APPROACHES AT THE RICHARD I BONG AIRPORT. SUBSEQUENTLY, THE AIRCRAFT CRASHED ABOUT 1.6 MILES SOUTHEAST OF THE AIRPORT. GROUND IMPACT OCCURRED IN A STEEP DESCENT. A MOTOR VEHICLE DRIVER SAW THE AIRPLANE SPINNING AS IT DISAPPEARED FROM HIS VIEW BEHIND A TREE LINE. EXAMINATION OF THE WRECKAGE DISCLOSED NO MECHANICAL DEFECTS. THE AIRPLANE'S LANDING GEAR AND FLAPS WERE EXTENDED AS IF FOR AN APPROACH. THE CFII WAS GIVING MULTI-ENGINE INSTRUMENT INSTRUCTION TO THE COMMERCIAL PILOT IN PREPARATION FOR TESTING TO REMOVE A VFR-ONLY RESTRICTION FROM HIS MULTI-ENGINE RATING. A MULTI-ENGINE INSTRUMENT FLIGHT CHECK WITH A DESIGNATED PILOT EXAMINER WAS TENTATIVELY SCHEDULED FOR LATE IN THE AFTERNOON, AFTER THE INSTRUCTIONAL PERIOD.
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; instructor: instrument airplane; instrument: airplane
- Flight time: 3,025 hours in all; 250 in this make and model; 31 in the last 90 days; 11 in the last 30 days; 2,915 as pilot in command; 1,837 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,755 hours
- Last inspection: annual inspection, October 20, 1991; 84 hours since
- Maximum gross weight: 5,500 lb
- Seats: 5
- Landing gear: retractable
- Engine: Continental IO-520 (piston); 0 hours total
The flight
- Departed from: SUW Superior WI at 6:30 pm
- Flight plan: none
- Runway 0, 4,000 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Sky: scat
- 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.