Cessna 310R accident near Santa Ana, California, June 30, 2017

The NTSB's narrative final · quoted from the NTSB record

The pilot reported that he checked that both fuel selectors were in the “main” position before starting the engine and during run-up before departure and that they remained in that position throughout the flight. Shortly after departing for the personal, cross-country flight and when the airplane was about 400 ft above ground level (agl) with the flaps in the 15°-down position, the right engine lost power. Subsequently, the pilot transmitted a “mayday” to the air traffic control tower, and a controller then cleared him for landing back at the airport. The pilot reported that he then feathered the right propeller, and the airplane was able to maintain an altitude of between 400 and 500 ft agl as he turned it right onto the downwind leg of the traffic pattern. After turning onto the downwind leg, the controller informed the pilot that the landing gear were retracted. The pilot replied that he knew the landing gear were up and that he would lower them on the final approach leg. During the turn to final, the pilot lowered the landing gear, and the airplane started to descend. Radar track data showed the airplane turning right for the final approach at a ground speed of 93 knots, which decreased to 81 knots. After the pilot realized that the airplane would not reach the runway, he made a left turn and prepared for a forced landing on a freeway. The airplane rapidly descended and subsequently impacted the freeway’s center median. Fuel then sprayed from the fuel tanks, followed by explosions. The pilot’s decision of turning right toward the inoperative engine likely reduced the airplane’s available performance capabilities on one engine and increased the pilot’s workload associated with maintaining aircraft control. It is also likely that, during the right turn to the final approach leg, when the pilot lowered the landing gear, airspeed could not be maintained or he could not compensate for the asymmetric thrust when he turned toward the inoperative engine, which led to the loss of control and airplane descent. The right fuel selector valve was found in the “main” position, and the right wing’s leading edge was crushed from the wing root to the separated wing tip area. The right fuel selector was found pulled past the “off-stop” position. The right-wing fuel selector position and the right-wing root damage were consistent with the fuel valve cable being pulled during the accident sequence, which resulted in the valve being repositioned to the “off-stop” position. All fuel caps were found, and the fuel tank filler necks were installed with restrictor orifices. Postaccident examination of the airframe and both engines revealed no evidence of any preaccident mechanical malfunctions or failures that would have precluded normal operation.

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.

Other NTSB records under N87297 the same tail number, which may have belonged to a different aircraft at the time