Cessna 310R accident near Goodland, Florida, June 26, 2008
On June 26, 2008 at about 9:56 pm local time, a Cessna 310R, registered N4912A, was substantially damaged in an accident during enroute (cruise) near Goodland, Florida. It was flown under charter and air-taxi rules (Part 135). 1 person was seriously injured and 3 people had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot’s inaccurate fuel consumption calculations, which resulted in a total loss of engine power to both engines due to fuel exhaustion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 26, 2008 · about 9:56 pm local time
- Place
- Goodland, Florida · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 3 people had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 310R · all 310Rs on the register
- Registration
- N4912A · registry record · serial 310R1399
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The airplane experienced a total loss of engine power from both engines and was ditched in the Gulf of Mexico. According to pilot, after takeoff, the flight climbed briefly to 3,000 feet mean sea level (msl), descended to and remained at 2,500 feet msl, and then proceeded to the destination airport. When the flight was near the destination airport, the pilot reduced both throttles to 21 inches manifold pressure, and began descending at less than 500 feet-per-minute. Approximately 15 miles from the destination, while flying at 1,500 feet msl, the right engine "coughed a couple times" with corresponding right yaw. The pilot noted the right fuel flow was "down" and described a split between the left and right fuel flow readings. He reported that the left and right fuel quantity gauges indicated 70 and 100 pounds respectively, at a point just before the ditching. He turned the right auxiliary fuel pump to the low position, and moved the right fuel selector to the "left main" position in an effort to restore engine power; however, the right engine lost engine power, followed by the left engine. Following recovery of the airplane, a total of 14 ounces of fuel were drained from the left main fuel tank and no fuel was recovered from the right main fuel tank. Historical fuel records associated with the accident airplane revealed the average fuel burn was approximately 35.09 gallons-per-hour, the actual fuel load for the accident flight being only 119 pounds, instead of the pilot reported 280 pounds. The pilot did not visually inspect the fuel tanks. Rather, he relied on gauge readings and his fuel calculations, that amount only allowed approximately 34 minutes of flight at the typical power settings. Testing of components of the fuel quantity indicating system revealed no evidence of preimpact failure or malfunction. Both engines were operated postaccident with no preimpact failure or mechanical malfunction noted.
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
What happened, in order
- Fuel exhaustion during enroute (cruise) defining event
- Loss of engine power (total) during enroute (cruise)
- Ditching during emergency descent
The NTSB's findings
- cause Personnel issues › Task performance › Planning/preparation › Fuel planning › Pilot
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Not serviced/maintained
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 18,000 hours in all; 200 in this make and model; 120 in the last 90 days; 40 in the last 30 days; 15,000 as pilot in command; 800 on instruments
- Last flight review: February 4, 2008
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 8,914 hours
- Last inspection: 100-hour inspection, April 24, 2008; 78 hours since
- Maximum gross weight: 5,680 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Cont Motor IO-520-M1B (piston); 0 hours total
- Engine 2: Cont Motor IO-520-M1 (piston); 0 hours total
- Operator: Marco Aviation, INC
The flight
- Departed from: EYW Key West FL at 9:22 pm
- Destination: MKY Marco Island FL
- Flight plan: VFR
Weather at the time
- Light: daylight
- Wind: from 070° at 10 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 3,500 ft
- Temperature: 86°F (30°C), dew point 73°F (23°C)
- Altimeter: 30.09 inHg
- Observation at 9:53 pm from APF
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 | 3 | 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.