Cessna T310R accident near Hilo, Hawaii, October 8, 2011
On October 8, 2011 at about 2:23 am local time, a Cessna T310R, registered N23BT, was substantially damaged in an accident during enroute (cruise) near Hilo, Hawaii. It was a ferry flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power during cruise flight due to fuel exhaustion as a result of the pilot’s improper fuel planning.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 8, 2011 · about 2:23 am local time
- Place
- Hilo, Hawaii · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T310R · all T310Rs on the register
- Registration
- N23BT · no longer on the register · serial 310R1303
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that the engine lost power about 12 miles from the airport due to fuel exhaustion, and he ditched the airplane in the Pacific Ocean. The pilot had completed a preflight inspection for the transpacific flight and departed with approximately 393 gallons of fuel, which he calculated to be about 14 hours of fuel endurance. He reported that about 9 hours after takeoff he determined that, due to a change in the wind velocity, he would not reach his destination. He attempted to extend his range by reducing the airplane’s fuel consumption, but was unable to reach the airport. The pilot was rescued, and the airplane sank shortly thereafter. The total duration of the flight was about 13 hours.
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
What happened, in order
- Fuel exhaustion during enroute (cruise) defining event
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
- cause Personnel issues › Task performance › Planning/preparation › Fuel planning › Pilot
- Environmental issues › Conditions/weather/phenomena › Wind › (general) › Effect on operation
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 9,380 hours in all; 300 in this make and model; 9,100 as pilot in command; 6,000 on instruments
- Last flight review: February 26, 2010
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,894 hours
- Last inspection: annual inspection, September 10, 2011; 32 hours since
- Maximum gross weight: 7,150 lb
- Seats: 6
- Landing gear: retractable
- Engine 1: Cont Motor TSIO-520 SER (piston); 0 hours total
- Engine 2: Cont Motor TSIO-520 SER (piston); 0 hours total
- Operator: American King Air
The flight
- Departed from: MRY Monterey CA at 2:38 pm
- Destination: ITO Hilo HI
- Flight plan: IFR
Weather at the time
- Light: dusk
- Visibility: 10 statute miles
- Sky: a few clouds
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Observation at 5:00 am from ITO, 12 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.