Cessna 310K accident near Sequim, Washington, May 12, 1995
On May 12, 1995 at about 6:30 pm local time, a Cessna 310K, registered N6912L, was substantially damaged in an accident near Sequim, Washington. It was a personal flight under general aviation rules (Part 91). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FAILURE OF AN UNDETERMINED AIRCRAFT COMPONENT, WHICH RESULTED IN A SEVERE VIBRATION, AND SUBSEQUENT DITCHING AT SEA. A FACTOR RELATING TO THE ACCIDENT WAS: THE PILOT'S LOW CRUISING ALTITUDE (OVER WATER) OF LESS THAN 1,000 FEET, WHICH LIMITED HIS ABILITY TO SUCCESSFULLY RECOVER FROM THE SITUATION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 12, 1995 · about 6:30 pm local time
- Place
- Sequim, Washington · map
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 310K · all 310Ks on the register
- Registration
- N6912L · no longer on the register · serial 310K0012
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT TOOK OFF WITH APPROXIMATELY A 4-HOUR FUEL SUPPLY ON A PLANNED 1-HOUR FLIGHT. HE STATED THAT APPROXIMATELY 50 MINUTES INTO THE FLIGHT, WHILE OVER OPEN WATER AT AN ALTITUDE OF LESS THAN 1,000 FEET, THE RIGHT ENGINE DEVELOPED A 'STRONG' VIBRATION (CAUSE UNKNOWN). IN RESPONSE TO THE VIBRATION, THE PILOT SHUT DOWN THE RIGHT ENGINE. THE VIBRATION PERSISTED, ALTHOUGH LESS SEVERELY AFTER RIGHT ENGINE SHUTDOWN. ACCORDING TO THE PILOT, THE VIBRATION WAS SO 'STRONG' THAT HE WAS UNABLE TO ATTAIN SUFFICIENT POWER TO MAINTAIN LEVEL FLIGHT USING SINGLE-ENGINE OPERATION; CONSEQUENTLY, HE WAS UNABLE TO MAINTAIN LEVEL FLIGHT OR REACH A SUITABLE LANDING AREA. HE DITCHED THE AIRPLANE AT SEA ON 'GLASSY WATER.' THE AIRPLANE SANK IN ABOUT 150 FEET OF WATER AND WAS NOT RECOVERED.
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
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 8,928 hours in all; 3,938 in this make and model; 31 in the last 90 days; 13 in the last 30 days; 8,811 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,008 hours
- Last inspection: annual inspection, October 1, 1994; 60 hours since
- Maximum gross weight: 5,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-E (piston); 0 hours total
The flight
- Departed from: CLM Port Angeles WA at 5:40 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 270° at 6 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 4,000 ft; scat at 2,500 ft
- Temperature: 50°F (10°C), dew point 46°F (8°C)
- Altimeter: 29.00 inHg
- Observation at 6:55 pm from NUW, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.