Cessna 310H accident near Tappahannock, Virginia, December 30, 2001
On December 30, 2001 at about 4:10 pm local time, a Cessna 310H, registered N10MS, was substantially damaged in an accident near Tappahannock, Virginia (Tappahannock Muni Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's inadequate compensation for the gusty wind conditions. Factors in the accident were the gusty wind conditions and the total loss of left engine power due to the alternate air valve becoming disconnected and embedded in the fuel injector servo.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 30, 2001 · about 4:10 pm local time
- Place
- Tappahannock, Virginia · Tappahannock Muni Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 310H · all 310Hs on the register
- Registration
- N10MS · registry record · serial 310H0006
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise flight, the airplane's left engine lost total power. The pilot elected to perform a single-engine landing at the nearest airport, on runway 02. During the landing flare, a gust of wind forced the left wing down and it struck the runway. The airplane continued off the left side of the runway and came to rest in the grass area. The winds reported by an air traffic controller from an airport 30 miles to the southwest, were from 330 degrees at 6 knots, gusting to 22 knots. The airport where the winds were reported from had six runways, one of which was oriented on a heading of 340 degrees. Examination of the engine revealed that the alternate air valve had broken off and was observed embedded in the fuel injector servo. According to the Cessna 310H Pilot Operating Handbook, the last item under the Engine Failure During Flight Checklist, was to land at the nearest suitable airport. The pilot reported 5,117 hours of total flight experience, 10 of which were in make and model. He additionally reported 38 hours of multi-engine flight experience.
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; single-engine sea; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,117 hours in all; 10 in this make and model; 11 in the last 90 days; 9 in the last 30 days; 4,888 as pilot in command; 4,587 on instruments
- Last flight review: September 17, 2001
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, May 1, 2001
- Maximum gross weight: 5,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470 (piston); 0 hours total
The flight
- Departed from: AVL Asheville NC at 2:00 pm
- Destination: BED Bedford MA
- Flight plan: none
- Runway 02, 2,785 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 230° at 8 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 10,000 ft; a few clouds at 3,000 ft
- Temperature: 45°F (7°C), dew point 25°F (-4°C)
- Altimeter: 29.77 inHg
- Observation at 3:55 pm from NHK, 30 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.