Cessna 310R accident near Calhoun, Georgia, February 27, 1997
On February 27, 1997 at about 7:50 am local time, a Cessna 310R, registered N72GL, was destroyed in an accident near Calhoun, Georgia. It was an executive or corporate flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot-in-command's improper fuel management and improper positioning of the fuel selector valve to the empty fuel tank. Factors in the accident were: the PIC's improper in-flight planning and decision, his failure to list an alternate airport, and his decision to allow the newly hired copilot to perform instrument approaches in marginal weather which led to numerous instrument approaches and missed approaches.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 27, 1997 · about 7:50 am local time
- Place
- Calhoun, Georgia · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 310R · all 310Rs on the register
- Registration
- N72GL · registry record · serial 310R0155
- Damage
- Destroyed
- Flight
- Executive or corporate flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The copilot stated the PIC had requested a lower altitude and switched the fuel tanks from the main fuel tank to the auxiliary fuel tank position. The engines sputtered, and they switched back to the main fuel position. The PIC informed ATC, 'sir we are running out of fuel now.' A witness heard the engines sputter and saw the airplane approaching his position at tree top level. The airplane made a left turn followed by a steep bank to the right and disappeared from view below the tree line. Examination of the crash site revealed the left fuel selector was in the main fuel position. The right fuel selector was found loosely in-between the auxiliary and main fuel position. Disassembly of both engines revealed no evidence of a precrash mechanical failure or malfunction. Examination of the left propeller revealed it was operating under low power at impact, and was probably windmilling. The right propeller was operating under conditions of higher power at impact. Neither propeller was in the feather position or were in the vicinity of the low pitch stop at impact.
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: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,784 hours in all; 734 in this make and model; 263 in the last 90 days; 101 in the last 30 days; 2,720 as pilot in command; 1,010 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 23,344 hours
- Last inspection: annual inspection, February 1, 1997; 71 hours since
- Maximum gross weight: 5,500 lb
- Seats: 2
- Landing gear: retractable
- Engine: Continental IO-520M-1B (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: NEW New Orleans LA at 4:26 am
- Destination: LZU Lawrenceville GA
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 110° at 5 knots
- Visibility: 0.4 statute miles
- Sky: overcast at 100 ft; not recorded
- Temperature: 55°F (13°C), dew point 55°F (13°C)
- Altimeter: 29.00 inHg
- Observation at 6:56 am from ATL, 58 miles away
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.