Cessna 310Q accident near Guthrie, Oklahoma, January 1, 1995
On January 1, 1995 at about 1:40 am local time, a Cessna 310Q, registered N3848X, was substantially damaged in an accident near Guthrie, Oklahoma (Guthrie 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 instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE PILOT'S FLIGHT INTO KNOWN ADVERSE WEATHER RESULTING IN AN INADVERTENT STALL. A FACTOR WAS ICING CONDITIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 1, 1995 · about 1:40 am local time
- Place
- Guthrie, Oklahoma · Guthrie Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 310Q · all 310Qs on the register
- Registration
- N3848X · no longer on the register · serial 310Q0778
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WEATHER BRIEFINGS INCLUDED LOW CEILINGS AND THE POSSIBILITY OF ICING UP TO 15,000 FEET MSL. EN ROUTE PILOT REPORTS INCLUDED MODERATE RIME ICING FROM 10,000 FEET MSL DOWN TO 6,000 FEET MSL. AS THE FLIGHT CRUISED AT 4,000 FEET MSL THE PILOT MONITORED THE OAT AT PLUS 5 DEGREES CENTIGRADE. ABOUT 50 MILES NORTHEAST OF OKLAHOMA CITY, OKLAHOMA, THE FLIGHT ENCOUNTERED MODERATE TURBULENCE AND ICING CONDITIONS AS THE OAT DROPPED TO O DEGREES CENTIGRADE. AS TRACES OF ICE WERE DETECTED ON THE WINDSHIELD AND THE WINGS THE PILOT REQUESTED AND WAS CLEARED TO 3,000 FEET MSL FOR THE ADF RUNWAY 19 APPROACH TO GUTHRIE, OKLAHOMA. ICE CONTINUED TO FORM ON THE AIRPLANE AT A RATE THAT MADE THE HANDLING OF THE AIRPLANE DIFFICULT. SPEED WAS MAINTAINED IN EXCESS OF 120 KNOTS. DURING THE LANDING FLARE THE AIRPLANE STALLED 10 FEET ABOVE THE RUNWAY, RESULTING IN SUBSTANTIAL DAMAGE. RIME ICE WAS FOUND ON THE WINGS, VERTICAL AND HORIZONTAL STABILIZER. THE AIRPLANE WAS NOT EQUIPPED WITH DEICE EQUIPMENT AND WAS NOT APPROVED FOR FLIGHT INTO ICING CONDITIONS.
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, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,314 hours in all; 600 in this make and model; 145 in the last 90 days; 46 in the last 30 days; 4,099 as pilot in command; 2,037 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,797 hours
- Last inspection: annual inspection, December 20, 1994; 17 hours since
- Maximum gross weight: 5,300 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-470-V9 (piston); 0 hours total
The flight
- Departed from: E0S Neosho MO
- Destination: GOK
- Flight plan: IFR
- Runway 16, 4,120 ft by 75 ft
Weather at the time
- Light: night, dark
- Wind: from 340° at 15 knots
- Visibility: 5 statute miles
- Sky: overcast at 500 ft; not recorded
- Temperature: 32°F (0°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 1:31 am from PWA, 22 miles away
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.
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.