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Plane Crash Kills Five
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NTSB Preliminary Report On Sanford Plane Crash
This is the preliminary report issued by the National Transportation Safety Board on the July 10, 2007 Sanford airplane crash.
NTSB Identification: NYC07MA162
14 CFR Part 91: General Aviation
Accident occurred Tuesday, July 10, 2007 in Sanford, FL
Aircraft: Cessna 310R, registration: N501N
Injuries: 5 Fatal, 4 Serious.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.On July 10, 2007, at 0835 eastern daylight time, a Cessna 310R, N501N, operated by the National Association for Stock Car Auto Racing (NASCAR), was destroyed during a collision with trees and structures in a residential area while attempting an emergency landing to the Sanford Orlando International Airport (SFB), Sanford, Florida. The certificated commercial pilot and the certificated airline transport pilot were fatally injured. Three people on the ground were fatally injured, and four were seriously injured. A postcrash fire consumed the airplane and two single-family homes. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the personal flight that was conducted under 14 CFR Part 91. The airplane departed Daytona Beach International Airport (DAB), Florida, about 0822, and was destined for Lakeland Linder Airport (LAL), Lakeland, Florida.A preliminary review of air traffic control (ATC) radar and voice communication recordings revealed that shortly after reaching a cruising altitude of 6,000 feet, the crew declared an emergency at 08:32:50. They advised ATC there was "smoke in the cockpit," and announced their intention to land at SFB. After ATC cleared the airplane to fly directly to SFB and descend, the target identified as the accident airplane turned in the direction of SFB, and descended. Shortly after, ATC advised the airplane, "cleared to land any runway." The last radio transmission from the crew, at 08:33:15, was cut off mid-sentence.According to several witnesses in the area surrounding the crash site, their attention was drawn to the airplane because of its speed, and low altitude, as well as its position and orientation in relation to SFB as it was "going the wrong way." Many of the witnesses stated the airplane was traveling "extremely fast," was "very low," and the wings were "rocking." Then, just prior to impact, the airplane made a sharp turn to the west in a "steep" bank. Several described smoke trailing 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 north latitude, and 81 degrees, 17 minutes west longitude.The airplane was examined at the site on July 11, 2007, and all major components were accounted for at the scene. The wreckage path was oriented approximately 255 degrees magnetic, and about 530 feet long. . The initial impact point was in treetops on the eastern edge of a housing development, about 70 feet above the ground. The swath cut in the north/south tree line was approximately the same width as the wingspan of the accident airplane, and angled down in a northerly direction. Fractured and angularly cut tree branches were scattered about the first 300 feet of wreckage path.The cockpit and cabin area of the airplane came to rest inside the eastern-most house located about 270 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 the main wreckage. A wing tip fuel tank was located outside of the house, adjacent to the main wreckage. The left engine was separated from the airplane, and located inside the house. The left propeller assembly was separated from the engine, and located beneath debris inside the house. One propeller 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 reveal any specific fire patterns, or obvious points of ignition. The airplane's combustion-type heater was completely burned and could not be established as a point of ignition. Electrical components from the cockpit have been harvested for additional examination at the Safety Board's Material Laboratory in Washington, D.C.Flight control cable continuity for the rudder and elevators was verified from where the cables were broken, approximately mid-cabin area, to the empennage. Aileron control cable continuity was verified from the left wing root outboard to the bellcrank. Numerous separations in the control cables in the right wing and forward fuselage portions exhibited signatures typical of tension overload.The left engine propeller assembly, gear driven alternator, propeller governor, fuel manifold valve, fuel lines and tubes, throttle body, fuel control, and sections of the induction and exhaust assembly were found separated from the engine. No obvious preimpact mechanical malfunctions were noted during an examination of the left engine by Safety Board investigators. The propeller assembly was impact damaged and one blade had separated from the hub. The separated blade had approximately 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, and chordwise 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 elbows and 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 engine by 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 in the 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 were retracted.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, the pilot had accrued an estimated 276 total hours of flight experience, 106 hours of multi-engine experience, and 26 hours in make and model. His most recent third-class medical certificate was issued in December 2005.The second pilot held an airline transport pilot certificate with a rating for airplane multi-engine land, and instrument airplane. He held a commercial pilot certificate for airplane single-engine land, and a flight instructor certificate with ratings for airplane single-engine land, multi-engine land, and instrument airplane. According to company records, the pilot had accrued 10,580 total hours of flight experience, with 60 hours in make and model. His most recent first 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 in the flight department. He explained that the pilot was authorized to fly N501N for his personal use, 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 Center, Orlando, Florida, on January 25, 2007.It is not known which pilot was manipulating the controls of the airplane during the flight and accident sequence.According to FAA and maintenance records, the airplane was manufactured in 1977, and had accrued 4,740 hours of total flight time. The airplane was on an annual inspection program, and the most recent 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 dew point was 73 degrees Fahrenheit.
NTSB Identification: NYC07MA162
14 CFR Part 91: General Aviation
Accident occurred Tuesday, July 10, 2007 in Sanford, FL
Aircraft: Cessna 310R, registration: N501N
Injuries: 5 Fatal, 4 Serious.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.On July 10, 2007, at 0835 eastern daylight time, a Cessna 310R, N501N, operated by the National Association for Stock Car Auto Racing (NASCAR), was destroyed during a collision with trees and structures in a residential area while attempting an emergency landing to the Sanford Orlando International Airport (SFB), Sanford, Florida. The certificated commercial pilot and the certificated airline transport pilot were fatally injured. Three people on the ground were fatally injured, and four were seriously injured. A postcrash fire consumed the airplane and two single-family homes. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the personal flight that was conducted under 14 CFR Part 91. The airplane departed Daytona Beach International Airport (DAB), Florida, about 0822, and was destined for Lakeland Linder Airport (LAL), Lakeland, Florida.A preliminary review of air traffic control (ATC) radar and voice communication recordings revealed that shortly after reaching a cruising altitude of 6,000 feet, the crew declared an emergency at 08:32:50. They advised ATC there was "smoke in the cockpit," and announced their intention to land at SFB. After ATC cleared the airplane to fly directly to SFB and descend, the target identified as the accident airplane turned in the direction of SFB, and descended. Shortly after, ATC advised the airplane, "cleared to land any runway." The last radio transmission from the crew, at 08:33:15, was cut off mid-sentence.According to several witnesses in the area surrounding the crash site, their attention was drawn to the airplane because of its speed, and low altitude, as well as its position and orientation in relation to SFB as it was "going the wrong way." Many of the witnesses stated the airplane was traveling "extremely fast," was "very low," and the wings were "rocking." Then, just prior to impact, the airplane made a sharp turn to the west in a "steep" bank. Several described smoke trailing 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 north latitude, and 81 degrees, 17 minutes west longitude.The airplane was examined at the site on July 11, 2007, and all major components were accounted for at the scene. The wreckage path was oriented approximately 255 degrees magnetic, and about 530 feet long. . The initial impact point was in treetops on the eastern edge of a housing development, about 70 feet above the ground. The swath cut in the north/south tree line was approximately the same width as the wingspan of the accident airplane, and angled down in a northerly direction. Fractured and angularly cut tree branches were scattered about the first 300 feet of wreckage path.The cockpit and cabin area of the airplane came to rest inside the eastern-most house located about 270 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 the main wreckage. A wing tip fuel tank was located outside of the house, adjacent to the main wreckage. The left engine was separated from the airplane, and located inside the house. The left propeller assembly was separated from the engine, and located beneath debris inside the house. One propeller 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 reveal any specific fire patterns, or obvious points of ignition. The airplane's combustion-type heater was completely burned and could not be established as a point of ignition. Electrical components from the cockpit have been harvested for additional examination at the Safety Board's Material Laboratory in Washington, D.C.Flight control cable continuity for the rudder and elevators was verified from where the cables were broken, approximately mid-cabin area, to the empennage. Aileron control cable continuity was verified from the left wing root outboard to the bellcrank. Numerous separations in the control cables in the right wing and forward fuselage portions exhibited signatures typical of tension overload.The left engine propeller assembly, gear driven alternator, propeller governor, fuel manifold valve, fuel lines and tubes, throttle body, fuel control, and sections of the induction and exhaust assembly were found separated from the engine. No obvious preimpact mechanical malfunctions were noted during an examination of the left engine by Safety Board investigators. The propeller assembly was impact damaged and one blade had separated from the hub. The separated blade had approximately 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, and chordwise 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 elbows and 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 engine by 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 in the 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 were retracted.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, the pilot had accrued an estimated 276 total hours of flight experience, 106 hours of multi-engine experience, and 26 hours in make and model. His most recent third-class medical certificate was issued in December 2005.The second pilot held an airline transport pilot certificate with a rating for airplane multi-engine land, and instrument airplane. He held a commercial pilot certificate for airplane single-engine land, and a flight instructor certificate with ratings for airplane single-engine land, multi-engine land, and instrument airplane. According to company records, the pilot had accrued 10,580 total hours of flight experience, with 60 hours in make and model. His most recent first 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 in the flight department. He explained that the pilot was authorized to fly N501N for his personal use, 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 Center, Orlando, Florida, on January 25, 2007.It is not known which pilot was manipulating the controls of the airplane during the flight and accident sequence.According to FAA and maintenance records, the airplane was manufactured in 1977, and had accrued 4,740 hours of total flight time. The airplane was on an annual inspection program, and the most recent 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 dew point was 73 degrees Fahrenheit.
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