Cessna 310R accident near Grants, New Mexico, December 30, 1997
On December 30, 1997 at about 6:00 pm local time, a Cessna 310R, registered N87358, was substantially damaged in an accident near Grants, New Mexico (Grants-Milan Municipal airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 3 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain adequate airspeed, which resulted in a stall. A factor related to the accident was the pilot's inadequate preflight inspection, which failed to secure the right engine oil cap, resulting in oil exhaustion and the loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 30, 1997 · about 6:00 pm local time
- Place
- Grants, New Mexico · Grants-Milan Municipal · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 310R · all 310Rs on the register
- Registration
- N87358 · registry record · serial 0529
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot serviced the right engine with oil prior to departure. While in flight, oil was observed coming from the rear of the right engine. The pilot feathered the right engine; however, the aircraft was not able to maintain altitude, and he brought the right engine back on line. Prior to landing, the pilot lowered the landing gear and feathered the propeller. The right engine stopped at approximately 100 feet short of the approach end of the runway and the aircraft stalled approximately 15 feet above the ground. The aircraft dropped suddenly, then impacted the ground. Postaccident examination of the aircraft by an FAA inspector revealed that the oil cap was not properly secured on the right engine. As a result, oil was being siphoned from the oil filler tube.
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: private
- Ratings: multi-engine land; single-engine land
- Flight time: 1,678 hours in all; 534 in this make and model; 11 in the last 90 days; 8 in the last 30 days; 1,511 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,500 hours
- Last inspection: annual inspection, March 3, 1997
- Maximum gross weight: 5,500 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-M (piston); 0 hours total
The flight
- Departed from: E98 Los Lunas NM at 5:30 pm
- Destination: L39 Ramona CA
- Flight plan: none
- Runway 31, 5,300 ft by 80 ft
Weather at the time
- Light: daylight
- Wind: from 330° at 8 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 21°F (-6°C), dew point 19°F (-7°C)
- Altimeter: 30.00 inHg
- Observation at 4:53 pm from GNT
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.