Cessna 310J accident near Englewood, Colorado, November 24, 1995
On November 24, 1995 at about 2:45 am local time, a Cessna 310J, registered N1147M, was substantially damaged in an accident near Englewood, Colorado (Centennial airport). It was a personal flight under general aviation rules (Part 91). 3 people had minor injuries; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
failure of the pilot to feather the propeller on the inoperative engine in accordance with the emergency procedure. Factors relating to the accident were: loss of power in the left engine for undetermined reason(s), and rough/uneven terrain in the emergency landing area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 24, 1995 · about 2:45 am local time
- Place
- Englewood, Colorado · Centennial · map
- Type
- Accident
- Injuries
- 3 people had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 310J · all 310Js on the register
- Registration
- N1147M · no longer on the register · serial 310J0104
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
At the completion of a cross-country flight, after the airplane turned onto final approach to land, the left engine lost power. The pilot applied full power on the right engine and raised the landing gear and flaps, but did not feather the left engine propeller. The descent was not arrested, and a wheels-up landing was made in a field approximately 300 feet short of the runway. Performance evaluation showed that the aircraft was incapable of maintaining level flight with the propeller windmilling on an engine inoperative; however, it should have been able to achieve a 283 fpm climb with the propeller feathered and the gear and flaps retracted. Examination of the left engine provided evidence of abnormalities in the ignition system, including a shorted tower on one magneto and separation of the shielding at several points of the left engine ignition system. However, no reason was found to explain the total loss of power in the left engine. About 15 gal of fuel was remaining in each main tank; the auxiliary tanks were empty.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,980 hours in all; 218 in this make and model; 50 in the last 90 days; 7 in the last 30 days; 1,893 as pilot in command; 561 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Last inspection: inspection type not recorded
- Maximum gross weight: 5,100 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-470 (piston); 0 hours total
The flight
- Departed from: MIC Crystal MN at 11:00 pm
- Destination: APA
- Flight plan: IFR
- Runway 17L, 10,001 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 160° at 9 knots
- Visibility: 25 statute miles
- Sky: clear
- Temperature: 37°F (3°C), dew point 19°F (-7°C)
- Altimeter: 30.00 inHg
- Observation at 2:44 am from APA, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 3 | 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.