Cessna 310Q accident near Chesterfield, New Hampshire, December 14, 2000
On December 14, 2000 at about 10:22 am local time, a Cessna 310Q, registered N55QS, was destroyed in an accident near Chesterfield, New Hampshire (Dillant-Hopkins Airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The pilot's continued flight into icing conditions, and his failure to use alternate air. A factor was the icing conditions.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 14, 2000 · about 10:22 am local time
- Place
- Chesterfield, New Hampshire · Dillant-Hopkins Airport
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 310Q · all 310Qs on the register
- Registration
- N55QS · no longer on the register · serial 310Q0001
- Damage
- Destroyed
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
Prior to the flight, the pilot telephoned a flight service station. He was provided the current weather conditions along his route of flight, and advised of an AIRMET for occasional moderate rime or mixed ice in clouds and precipitation below 20,000 feet; and the freeing level at or near the surface. About 1 hour into the flight, at 8,000 feet, the pilot advised ATC that he had to descend. He stated that he thought he was picking up ice, and was having an engine problem. ATC vectored the flight to a nearby airport, but the pilot was unable to maintain altitude, and struck terrain about 7 miles from the airport. Examination of the wreckage revealed that the left engine air filter was partially covered with ice, which was about 1/2 inch thick. The filter was recovered after the post crash fire was extinguished. Further examination of the left engine revealed that alternate air valve was in the closed position, and the spark plugs were black and sooty. The airplane was equipped with some deice and anti-ice protection. However, according to the airplane manufacturer and a FAA inspector, the accident airplane and three similar airplanes used by the operator were not certified for flight into known icing. Additionally, none of the four airplanes met the requirements of FAR 135.227(c).
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; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,368 hours in all; 440 in this make and model; 250 in the last 90 days; 76 in the last 30 days; 2,302 as pilot in command; 1,380 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,788 hours
- Last inspection: annual inspection, September 29, 2000; 184 hours since
- Maximum gross weight: 5,300 lb
- Seats: 2
- Landing gear: retractable
- Engine: Continental IO-470 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: LEW Lewiston ME at 9:20 am
- Destination: ALB Albany NY
- Flight plan: IFR
- Runway 2, 6,201 ft by 100 ft
Weather at the time
- Light: night, dark
- Visibility: 1.8 statute miles
- Sky: overcast at 100 ft; not recorded
- Temperature: 23°F (-5°C), dew point 19°F (-7°C)
- Altimeter: 30.00 inHg
- Observation at 10:35 am from EEN, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.