Cessna 310Q accident near Port Orange, Florida, July 23, 1998
On July 23, 1998 at about 12:01 pm local time, a Cessna 310Q, registered N8135Q, was destroyed in an accident near Port Orange, Florida (Spruce Creek airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's inadequate weather evaluation and his continued visual flight into instrument meteorological conditions which resulted in in-flight collision with trees. A related factor was the fog.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 23, 1998 · about 12:01 pm local time
- Place
- Port Orange, Florida · Spruce Creek · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 310Q · all 310Qs on the register
- Registration
- N8135Q · no longer on the register · serial 310Q0627
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot received weather briefings the day before and 1 1/2 hours before departure. The flight departed under visual flight rules with fog at the departure end of the runway lower than at the approach end of the runway as indicated by a pilot-rated witness. After takeoff the airplane immediately entered the fog in a wings level gear down configuration. The pilot contacted air traffic control to obtain his instrument flight rules clearance; communications lasted a total of about 25 seconds, but the right wing collided with a tree about 29 feet above ground level. The tree was located about 1 nautical mile from the departure end of the runway. The airplane then collided with a power line and the ground. Sound analysis indicated that each propeller rpm was about near full rated rpm, respectively, during the three separate times of communications. Examination of the engines, propellers, flight control systems, and vacuum system and instruments revealed no evidence of preimpact failure or malfunction.
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: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,499 hours in all; 1,546 in this make and model; 2,290 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, December 12, 1997
- Maximum gross weight: 5,300 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-470-VO (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: 44J at 12:00 pm
- Destination: FDK Frederick MD
- Flight plan: IFR
- Runway 23
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 1.8 statute miles
- Sky: scat at 200 ft
- Temperature: 79°F (26°C), dew point 77°F (25°C)
- Altimeter: 30.00 inHg
- Observation at 12:04 pm from DAB, 6 miles away
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.