Cessna 310R and Piper PA-32R-300 accident near Marshfield, Wisconsin, March 20, 1996
On March 20, 1996 at about 9:00 pm local time, 2 aircraft, Cessna 310R (N1835E) and Piper PA-32R-300 (N1030Q), were involved in the same accident near Marshfield, Wisconsin (Marshfield Minicipal). No one was hurt; 6 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of the pilot of the PA-32R, N1030Q, to obtain identification of the Cessna 310R, N1835E, visually, and his inadequate visual outlook. A factor was the failure of both pilots to hear communications from each other.
the failure of the pilot of the PA-32R, N1030Q, to obtain identification of the Cessna 310R, N1835E, visually, and his inadequate visual outlook. A factor was the failure of both pilots to hear communications from each other.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 20, 1996 · about 9:00 pm local time
- Place
- Marshfield, Wisconsin · Marshfield Minicipal · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 6 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft 1
- Cessna 310R · all 310Rs on the register
- Registration
- N1835E · no longer on the register · serial 310R1584
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
- Aircraft 2
- Piper PA-32R-300 · all PA-32R-300s on the register
- Registration
- N1030Q · registry record · serial 325-7780219
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative for the Cessna 310R final · quoted from the NTSB record
The pilot of the Cessna 310, N1835E, stated that he had given position reports on the unicom frequency at downwind, left base, and again on final for landing on runway 34. The pilot of the Piper PA-32R, N1030Q, said that he had announced his intentions for takeoff from runway 4 on the same frequency. Both pilots said that they did not hear the other pilot's communications. The airplanes collided at the intersection of the two runways as the Cessna was touching down on runway 34 and the Piper was taking off on runway 4. Both pilots reported that they did not have visual contact with the other airplane prior to the collision.
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 NTSB's narrative for the Piper PA-32R-300 final · quoted from the NTSB record
The pilot of the Cessna 310, N1835E, stated that he had given position reports on the unicom frequency at downwind, left base, and again on final for landing on runway 34. The pilot of the Piper PA-32R, N1030Q, said that he had announced his intentions for takeoff from runway 4 on the same frequency. Both pilots said that they did not hear the other pilot's communications. The airplanes collided at the intersection of the two runways as the Cessna was touching down on runway 34 and the Piper was taking off on runway 4. Both pilots reported that they did not have visual contact with the other airplane prior to the collision.
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 for the Cessna 310R 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: 22,000 hours in all; 200 in this make and model; 150 in the last 90 days; 50 in the last 30 days; 17,000 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 12,600 hours
- Last inspection: 100-hour inspection; 79 hours since
- Maximum gross weight: 5,500 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-MB (piston); 0 hours total
The flight
- Departed from: RCX Ladysmith WI at 9:25 pm
- Destination: MFI
- Flight plan: none
- Runway 34, 5,000 ft by 100 ft
Weather at the time
- Light: not reported
- Wind: from 360° at 15 knots, gusting 22
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 32°F (0°C), dew point 10°F (-12°C)
- Altimeter: 30.00 inHg
- Observation at 8:50 pm from MFI, 360 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
The factual record for the Piper PA-32R-300 from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 11,682 hours in all; 700 in this make and model; 56 in the last 90 days; 25 in the last 30 days; 11,682 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,377 hours
- Last inspection: 100-hour inspection; 58 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-K1G5D (piston); 0 hours total
The flight
- Departed from: MFI
- Destination: Y73 Stambaugh MI
- Flight plan: none
- Runway 4, 3,600 ft by 100 ft
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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 N1835E 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.