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National Transportation Safety Board
PRELIMINARY REPORTAVIATION
NTSB ID:Occurrence Date:Occurrence Type:
PRELIMINARY INFORMATION - SUBJECT TO CHANGE
Page 1
Location/Time
Most Critical Injury:Investigated By:ICAO Report Submitted:
This space for binding
Nearest City/Place
Aircraft Information
Registration NumberStateZip CodeAircraft ManufacturerLocal TimeTime ZoneModel/Series Number
MinorNoneSerious
Homebuilt Aircraft?
Air Medical Transport Flight:
Fatal
Type of Aircraft:Injury Summary:
Sightseeing Flight:Narrative
Brief narrative statement of facts, conditions and circumstances pertinent to the accident/incident:
NoAirplane45
On July 10, 2007, at 0835 eastern daylight time, a Cessna 310R, N501N, operated by the NationalAssociation for Stock Car Auto Racing (NASCAR), was destroyed during a collision with trees andstructures in a residential area while attempting an emergency landing to the Sanford OrlandoInternational Airport (SFB), Sanford, Florida. The certificated commercial pilot and thecertificated airline transport pilot were fatally injured. Three people on the ground were fatallyinjured, and four were seriously injured. A postcrash fire consumed the airplane and twosingle-family homes. Visual meteorological conditions prevailed, and an instrument flight rulesflight plan was filed for the personal flight that was conducted under 14 CFR Part 91. Theairplane departed Daytona Beach International Airport (DAB), Florida, about 0822, and was destinedfor Lakeland Linder Airport (LAL), Lakeland, Florida.A preliminary review of air traffic control (ATC) radar and voice communication recordings revealedthat shortly after reaching a cruising altitude of 6,000 feet, the crew declared an emergency at08:32:50. They advised ATC there was "smoke in the cockpit," and announced their intention to landat SFB. After ATC cleared the airplane to fly directly to SFB and descend, the target identifiedas the accident airplane turned in the direction of SFB, and descended. Shortly after, ATC advisedthe airplane, "cleared to land any runway." The last radio transmission from the crew, at08:33:15, was cut off mid-sentence.According to several witnesses in the area surrounding the crash site, their attention was drawn tothe airplane because of its speed, and low altitude, as well as its position and orientation inrelation to SFB as it was "going the wrong way." Many of the witnesses stated the airplane wastraveling "extremely fast," was "very low," and the wings were "rocking." Then, just prior toimpact, the airplane made a sharp turn to the west in a "steep" bank. Several described smoketrailing from the airplane, and one witness stated, "smoke was trailing from the port side."The accident occurred during the hours of daylight approximately 28 degrees, 49 minutes northlatitude, and 81 degrees, 17 minutes west longitude.The airplane was examined at the site on July 11, 2007, and all major components were accounted forat the scene. The wreckage path was oriented approximately 255 degrees magnetic, and about 530feet long. . The initial impact point was in treetops on the eastern edge of a housingdevelopment, about 70 feet above the ground. The swath cut in the north/south tree line wasapproximately the same width as the wingspan of the accident airplane, and angled down in anortherly direction. Fractured and angularly cut tree branches were scattered about the first 300feet of wreckage path.The cockpit and cabin area of the airplane came to rest inside the eastern-most house located about270 feet from the initial impact point and was entangled in home structure, and consumed by fire.The airplane's wings were fragmented along the wreckage path between the initial impact point and
NoNo310RCessnaN501NNTSBFatalEDT083532773FL SanfordAccident07/10/2007NYC07MA162
 
National Transportation Safety Board
PRELIMINARY REPORTAVIATION
NTSB ID:Occurrence Date:Occurrence Type:
PRELIMINARY INFORMATION - SUBJECT TO CHANGE
Page 1a
Narrative (Continued)
This space for binding
the main wreckage. A wing tip fuel tank was located outside of the house, adjacent to the mainwreckage. The left engine was separated from the airplane, and located inside the house. The leftpropeller assembly was separated from the engine, and located beneath debris inside the house. Onepropeller blade was separated from the assembly, and located in close proximity to the hub.On-site examination of the fuselage by Safety Board investigators and specialists did not revealany specific fire patterns, or obvious points of ignition. The airplane's combustion-type heaterwas completely burned and could not be established as a point of ignition. Electrical componentsfrom the cockpit have been harvested for additional examination at the Safety Board's MaterialLaboratory in Washington, D.C.Flight control cable continuity for the rudder and elevators was verified from where the cableswere broken, approximately mid-cabin area, to the empennage. Aileron control cable continuity wasverified from the left wing root outboard to the bellcrank. Numerous separations in the controlcables in the right wing and forward fuselage portions exhibited signatures typical of tensionoverload.The left engine propeller assembly, gear driven alternator, propeller governor, fuel manifoldvalve, fuel lines and tubes, throttle body, fuel control, and sections of the induction and exhaustassembly were found separated from the engine. No obvious preimpact mechanical malfunctions werenoted during an examination of the left engine by Safety Board investigators. The propellerassembly was impact damaged and one blade had separated from the hub. The separated blade hadapproximately 8 inches missing from the tip. The remaining two blades were found loose in the hub.All three propeller blades displayed similar twisting, bending, leading edge gouging, andchordwise scratching.The right engine displayed varying degrees of impact damage. The right engine propeller assembly,left side exhaust muffler and pipe, number 5 cylinder exhaust elbow, right side induction elbowsand tubes, propeller governor link arms, and number 6 rocker cover were separated from the engine.No obvious preimpact mechanical malfunctions were noted during an examination of the right engineby Safety Board investigators. All three propeller blades displayed similar twisting, bending,leading edge gouging, and chordwise scratching. Blade number 2 and number 3 were found loose inthe hub and blade number 2 had approximately 6 inches missing from the tip.Examination of the landing gear and wing flap actuators revealed that the gear and flaps wereretracted.The pilot held a commercial pilot certificate with ratings for airplane single engine land,multi-engine land, and instrument airplane. According to a review of company and FAA records, thepilot had accrued an estimated 276 total hours of flight experience, 106 hours of multi-engineexperience, and 26 hours in make and model. His most recent third-class medical certificate wasissued in December 2005.The second pilot held an airline transport pilot certificate with a rating for airplanemulti-engine land, and instrument airplane. He held a commercial pilot certificate for airplanesingle-engine land, and a flight instructor certificate with ratings for airplane single-engineland, multi-engine land, and instrument airplane. According to company records, the pilot hadaccrued 10,580 total hours of flight experience, with 60 hours in make and model. His most recentfirst class medical certificate was issued in June 2007.According to the director of aviation, the pilot was an employee of NASCAR, but was not employed inthe flight department. He explained that the pilot was authorized to fly N501N for his personaluse, but only when accompanied by the second pilot, the company's "most senior captain."Both the pilot and the second pilot completed Cessna 310 proficiency training at SIMCOM Training
Accident07/10/2007NYC07MA162
 
National Transportation Safety Board
PRELIMINARY REPORTAVIATION
NTSB ID:Occurrence Date:Occurrence Type:
PRELIMINARY INFORMATION - SUBJECT TO CHANGE
Page 1b
Narrative (Continued)
This space for binding
Center, Orlando, Florida, on January 25, 2007.It is not known which pilot was manipulating the controls of the airplane during the flight andaccident sequence.According to FAA and maintenance records, the airplane was manufactured in 1977, and had accrued4,740 hours of total flight time. The airplane was on an annual inspection program, and the mostrecent annual inspection was completed October 11, 2006, at 4,717 aircraft hours.At 0853, the weather reported at SFB, 4 miles northeast, included visibility 10 miles, clear skies,and winds from 200 degrees at 5 knots. The temperature was 84 degrees Fahrenheit, and the dewpoint was 73 degrees Fahrenheit.
Accident07/10/2007NYC07MA162
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