Cessna 310Q accident near Los Angeles, California, February 8, 1997
On February 8, 1997 at about 1:13 am local time, a Cessna 310Q, registered N10ML, was substantially damaged in an accident near Los Angeles, California (Santa Monica airport). It was a flight of an unrecorded kind under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Fuel starvation resulting from the pilot's improper fuel tank selector position and failure to perform correct emergency procedures.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 8, 1997 · about 1:13 am local time
- Place
- Los Angeles, California · Santa Monica · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 310Q · all 310Qs on the register
- Registration
- N10ML · no longer on the register · serial 310Q-0004
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, before departure for the maintenance test flight he had determined that the main fuel tanks were at least 1/2 full of fuel and the auxiliary tanks were completely full. The pilot allowed another pilot to fly from the left seat while he occupied the right seat. After flying for about 1 hour the pilots approached their destination. The flying pilot entered the downwind leg and experienced a total loss of left engine power. The right seated pilot took the controls and turned toward the airport; however within seconds the right engine lost all power. The right seated pilot made a forced landing on a nearby golf course. During the landing on rough terrain the airplane impacted trees. The right fuel tank fragmented from the wing, and witnesses reported evidence of a fuel odor along the wreckage distribution path. An examination of the remaining intact fuel tanks revealed the auxiliary tanks were about 1/3 full, and the left main tank was completely dry. Both of the cockpit fuel selectors were observed set to the left main tank position. According to the emergency procedures, in the event of an engine failure the fuel selector valve handles should be turned to their respective tank for each engine.
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; instrument: airplane
- Flight time: 2,652 hours in all; 145 in this make and model; 75 in the last 90 days; 27 in the last 30 days; 2,557 as pilot in command; 1,258 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 6,450 hours
- Last inspection: annual inspection, November 15, 1996; 95 hours since
- Maximum gross weight: 5,500 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-B (piston); 0 hours total
The flight
- Departed from: SMO
- Flight plan: none
- Runway 21, 4,987 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, bright
- Wind: from 220° at 7 knots
- Visibility: 15 statute miles
- Sky: scat at 20,000 ft
- Temperature: 61°F (16°C), dew point 37°F (3°C)
- Altimeter: 30.00 inHg
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.