Cessna 310L accident near Agua Dulce, California, September 1, 1994
On September 1, 1994 at about 10:10 pm local time, a Cessna 310L, registered N3272X, was destroyed in an accident near Agua Dulce, California (Agua Dulce Airpark airport). It was a business flight under general aviation rules (Part 91). 2 people 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 control of the aircraft while reaching cross cockpit for the flap control.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 1, 1994 · about 10:10 pm local time
- Place
- Agua Dulce, California · Agua Dulce Airpark · map
- Type
- Accident
- Injuries
- 2 people had minor injuries; 3 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 310L · all 310Ls on the register
- Registration
- N3272X · registry record · serial 310L-0122
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRCRAFT OWNER, WHO IS ALSO A PILOT, SAID THE AIRCRAFT AND PILOT DEPARTED VAN NUYS, CALIFORNIA, ON THE MORNING OF THE ACCIDENT, STOPPED AT AGUA DULCE TO PICK UP THE OWNER AND THE OTHER PASSENGERS, THEN PROCEEDED TO MAMMOTH LAKES FOR A BUSINESS MEETING. THE AIRCRAFT WAS RETURNING THE PASSENGERS TO AGUA DULCE WHEN THE ACCIDENT HAPPENED. THE PILOT AND THE AIRCRAFT OWNER BOTH SAID THERE WERE NO MECHANICAL PROBLEMS WITH THE AIRCRAFT. THE PILOT WAS ON SHORT FINAL APPROACH TO RUNWAY 22 WHEN THE AIRCRAFT DRIFTED RIGHT OF THE RUNWAY. THE PILOT ELECTED TO DO A GO-AROUND AND APPLIED FULL POWER; BOTH THE PILOT AND THE AIRCRAFT OWNER STATED THAT BOTH ENGINES RESPONDED WITH FULL POWER. THE PILOT REACHED FOR THE FLAP SELECTOR SWITCH AND THE AIRCRAFT BEGAN ROLLING TO THE LEFT. BEFORE THE PILOT COULD CORRECT THE LEFT ROLL, THE LEFT WING TIP COLLIDED WITH THE GROUND AND THE AIRCRAFT CARTWHEELED TO A STOP. THE PILOT SAID THAT THE WINDSOCK INDICATED THE WIND APPEARED TO BE DIRECTLY DOWN THE RUNWAY. A PILOT WITNESS ON THE GROUND SAID THE WINDS AT THE TIME WERE FROM 250 DEGREES AT 15 KNOTS, WITH HIGHER GUSTS OF UNKNOWN INTENSITY.
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: 830 hours in all; 30 in this make and model; 120 in the last 90 days; 40 in the last 30 days; 650 as pilot in command; 600 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: 100-hour inspection
- Maximum gross weight: 5,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-470-V (piston); 0 hours total
- Operator: Feuerhelm Transportation, INC.
The flight
- Departed from: MMH Mammoth Lakes CA at 8:15 pm
- Destination: L70
- Flight plan: none
- Runway 22, 4,600 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 220° at 15 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 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.