Cessna 310F accident near Bridgeport, Connecticut, January 17, 1997
On January 17, 1997 at about 3:25 am local time, a Cessna 310F, registered N1761G, was substantially damaged in an accident near Bridgeport, Connecticut (Bridgeport Sikorsky Mem airport). It was a positioning flight under general aviation rules (Part 91). No one was hurt; 2 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 wind conditions, and his failure to maintain directional control of the airplane during the landing roll. Related factors were: the pilot's misunderstanding of the wind conditions, and the resultant quartering tail wind.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 17, 1997 · about 3:25 am local time
- Place
- Bridgeport, Connecticut · Bridgeport Sikorsky Mem
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 310F · all 310Fs on the register
- Registration
- N1761G · no longer on the register · serial 310R1223
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
On a night cross-country flight, the pilot accepted a visual approach to his destination. He requested information for the active runway, but was told the tower was closed. The controller stated that the last reported wind was, '0154 Zulu, two eight zero at one two gusts at one seven.' The pilot reported that he misunderstood the controller and thought the 'wind was 010 degrees at 29 knots.' The pilot landed on runway 6, and stated that 'shortly after touch down, a strong quarterly tailwind pushed the aircraft off (the right side) of the runway.' Before stopping, the airplane struck the VASI at the approach end of runway 24. The wind was recorded as 290 degrees at 21 knots with gusts to 28 knots.
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; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,502 hours in all; 84 in this make and model; 200 in the last 90 days; 107 in the last 30 days; 1,389 as pilot in command; 951 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,888 hours
- Last inspection: 100-hour inspection, December 16, 1996; 87 hours since
- Maximum gross weight: 5,535 lb
- Seats: 2
- Landing gear: retractable
- Engine: Continental IO-520-M (piston); 0 hours total
The flight
- Departed from: FNT Flint MI at 1:00 am
- Destination: BDR
- Flight plan: IFR
- Runway 6, 4,677 ft by 150 ft
Weather at the time
- Light: night, dark
- Wind: from 290° at 21 knots, gusting 28
- Visibility: 10 statute miles
- Sky: overcast at 4,500 ft; not recorded
- Temperature: 34°F (1°C), dew point 19°F (-7°C)
- Altimeter: 29.00 inHg
- Observation at 2:54 am from BDR
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.