Cessna 310C accident near Jackson, California, May 3, 1989
On May 3, 1989 at about 6:00 pm local time, a Cessna 310C, registered N1798H, was substantially damaged in an accident near Jackson, California (Westover airport). It was an instructional 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 FAILURE OF THE INSTRUCTOR PILOT (PILOT IN COMMAND) TO REJECT THE TAKEOFF AFTER THE LOSS OF POWER ON ONE ENGINE WHEN SUFFICIENT RUNWAY REMAINED TO STOP THE AIRCRAFT. CONTRIBUTING TO THE ACCIDENT WAS THE DISREGARD OF THE AIRCRAFT MANUAL, FAILURE TO USE THE FUEL BOOST PUMP AND EXCEEDING THE AIRCRAFT SINGLE ENGINE PERFORMANCE CAPABILITY.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 3, 1989 · about 6:00 pm local time
- Place
- Jackson, California · Westover · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 310C · all 310Cs on the register
- Registration
- N1798H · no longer on the register · serial 35898
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT OWNER WAS TAKING MEL TRAINING FOR A CLASS RATING. HE STATED THAT THE CFI TOLD HIM TO NOT USE THE AUX ELECTRIC FUEL PUMPS DURING TAKEOFF, A PROCEDURE IN CONTRADICTION TO THE FLIGHT MANUAL. DURING THE TAKEOFF GROUND ROLL, THE STUDENT SAID THE RIGHT ENGINE QUIT AT A SPEED JUST BELOW ROTATION. THE CFI ASSUMED CONTROL OF THE ACFT AND CONTINUED THE TAKEOFF, LOST CONTROL OF THE ACFT AND LANDED IN A FIELD OFF THE DEPARTURE END OF THE RUNWAY. THE STUDENT SAID THE ACFT WAS HALFWAY DOWN THE 3,400 FT RUNWAY WHEN THE ENGINE QUIT. THE FLIGHT MANUAL LISTS VMC AS 82 MPH, AND, VYSE AS 109 MPH. THE TAKEOFF AND LANDING GROUND ROLL DISTANCE CHARTS IN THE FLIGHT MANUAL STATE THAT 960 FEET IS REQUIRED TO ACCELERATE TO 86 MPH, AND 650 FT IS REQUIRED TO DECELERATE FROM THAT SPEED. EXAM OF THE ACFT REVEALED THAT THE RIGHT PROPELLER WAS NOT FEATHERED, AND NO REASON WAS FOUND FOR THE RIGHT ENGINE POWER LOSS.
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: 12,068 hours in all; 2,205 in this make and model; 72 in the last 90 days; 45 in the last 30 days; 11,872 as pilot in command; 3,837 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,381 hours
- Last inspection: annual inspection, March 1, 1989; 12 hours since
- Maximum gross weight: 4,830 lb
- Seats: 5
- Landing gear: retractable
- Engine: Continental IO-470-D (piston); 0 hours total
The flight
- Departed from: O70 Jackson CA at 5:45 pm
- Destination: O70
- Flight plan: none
- Runway 10, 3,400 ft by 60 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 330° at 10 knots
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.