Cessna 310G accident near Seven Springs, Pennsylvania, September 1, 2000
On September 1, 2000 at about 6:50 pm local time, a Cessna 310G, registered N8978Z, was substantially damaged in an accident near Seven Springs, Pennsylvania (Seven Springs Airport). It was a personal flight 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
The pilot's failure to maintain the manufacture's recommended safe single-engine airspeed, which resulted in a velocity-minimum-control roll to the right. A factor in the accident was the pilot's failure to maintain a proper glide path to his intended touchdown point, which resulted in a single engine go-around attempt.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 1, 2000 · about 6:50 pm local time
- Place
- Seven Springs, Pennsylvania · Seven Springs Airport · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 310G · all 310Gs on the register
- Registration
- N8978Z · no longer on the register · serial 0078
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While at 5,000 feet in VMC, the right engine spinner look unusual to the pilot. He reduced the throttle, but could not identify the problem, so he secured the engine. A tear in the spinner was identified. The pilot restarted the engine, but then shut it down because of a vibration. The pilot advised ATC that he had secured the engine, and needed to divert. While on short final, the pilot realized he would not make his intended touchdown point, because the airplane was too high. With the airplane 'sinking excessively,' the pilot decided to go around. He advanced the throttle on the left engine, the airplane rolled right, and then impacted trees. The right spinner had a 1/2-inch crack that started at its base and ran perpendicular to the rotation of the propeller. The crack then transitioned to a tear. The fracture surface for the crack was grayish in color, and consistent with fatigue. The POH stated that the pilot was to check the propeller and spinner for 'nicks, security and oil leaks,' prior to flight. The recommended safe single-engine speed for the airplane was 92 knots.
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; instrument: airplane
- Flight time: 2,435 hours in all; 717 in this make and model; 29 in the last 90 days; 11 in the last 30 days; 2,435 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,357 hours
- Last inspection: annual inspection, May 1, 2000; 40 hours since
- Maximum gross weight: 4,990 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-470D (piston); 0 hours total
The flight
- Departed from: FFC Atlanta GA at 6:05 pm
- Destination: GFL Glens Falls NY
- Flight plan: IFR
- Runway 28, 3,045 ft by 42 ft
Weather at the time
- Light: daylight
- Wind: at 8 knots
- Visibility: 15 statute miles
- Sky: overcast at 10,000 ft; scat at 3,000 ft
- Temperature: 90°F (32°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 6:45 pm from LBE, 19 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.