N6605B

HISTORY OF FLIGHTOn July 27, 2016, about 1645 Pacific daylight time, a Cessna 310B multi-engine airplane, N6605B, sustained substantial damage following a loss of control during takeoff at Columbia Airport (O22), Columbia, California. The airline transport pilot and three passengers sustained fatal injuries. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal cross-country flight. Visual meteorological conditions prevailed and a flight plan was not filed. The flight was originating at the time of the accident, and the intended destination was Monterey, California.

One witness, who was working at the air tanker fire base at O22, stated that, when the airplane initiated its takeoff roll, it was behind him, and he did not see the actual takeoff. However, shortly after the airplane lifted off, a fellow worker pointed the airplane out to the witness, and he then saw it in level flight and drifting to the left of the runway. It looked as if the pilot was trying to abort the takeoff and land on the taxiway; the landing gear was down, and both engines appeared to be running. The witness reported that the airplane was "slightly leaning left and drifting hard to the left" when the left main landing gear touched down, followed by the left wing impacting the taxiway. The airplane then slid to the left, going off the taxiway and into a helipad area before bursting into flames.

A second witness, who was also working at the tanker fire base, reported that she observed the airplane perform its run up and then begin its takeoff roll. The witness stated that the Cessna lifted off, climbed about 50 ft, and then began to drift left over the grass between the taxiway and the runway. The witness mentioned that it was "obvious that there was something wrong" and that the pilot was "possibly attempting to land on the taxiway." The witness watched the airplane crash, come to rest, and catch fire.

A third witness, the pilot of an air tanker that was parked and being reloaded with fire retardant, saw the airplane taxi in front of him and into position for a full-length takeoff on runway 17. The witness stated that he noticed that the airplane's right engine was shut down. The witness watched the pilot restart the right engine and then begin his takeoff roll about 10 seconds later. Due to his position facing northwest, this witness was only able to watch the first 200 ft or so of the takeoff roll, which appeared uneventful.

A fourth witness observed the accident from his office, which was located about 835 ft west of and perpendicular to the centerline of runway 17 and about 1,300 ft northwest of the wreckage site. The witness reported that he initially observed the airplane about 40 to 50 ft above the runway taking off to the south. After a couple of seconds, he noticed that the airplane had slowed slightly, and he saw "the rear landing gear" come up. The nose of the airplane rose slightly, and the airplane "appeared to veer to the left (left wing dipped slightly)" followed by it slowing more as it began to lose altitude. The airplane impacted the ground, possibly with its left wing first, "but still pretty much a belly flop type landing." The airplane slid about 50 ft before it came to a stop and erupted into a "fireball."

Video recordings obtained from two video cameras mounted on an airport building were used to estimate the speed of the airplane. The airplane's estimated ground speed during the last 5 seconds of flight was 71±3 knots. For further details, refer to the NTSB Video Study in the docket for this investigation. PERSONNEL INFORMATIONThe pilot held an airline transport pilot certificate with airplane single-engine land, multi-engine land, and single-engine sea ratings, as well as a flight instructor certificate with single-engine, multi-engine, and instrument airplane ratings. He also held type ratings for CE-500, CE-560, and SA-227 airplanes. The pilot's personal flight logbooks were not located during the investigation. At the time of the accident, the pilot was employed as a pilot for an on-demand Part 91 Subpart K fractional ownership company.

The pilot was issued a first-class airman medical certificate on May 18, 2016, with no limitations noted. On the application for this medical certificate, the pilot reported a total flight time of 12,000 hours of which 200 hours were accumulated in the previous 6 months. AIRCRAFT INFORMATIONThe five-seat, low-wing, retractable-gear airplane, serial number 35705, was manufactured in 1958. It was powered by two fuel-injected Continental IO-470 engines, serial numbers 50164-5-M (right), and 51603-7-M (left), each equipped with a McCauley three-bladed, constant-speed propeller. During the investigation, the aircraft, engine, and propeller maintenance records were not located.

A review of FAA documents found that, according to the airplane's type certificate data sheet, the only engine approved to be installed on the aircraft was a Continental O-470-M engine. The type certificate data sheet also listed the approved propellers as either Hartzell HC82XF-2 or HC-A2XF-2.

The FAA supplemental type certificate (STC) database was searched for STCs that would allow for the installation of fuel injected IO-470 engines and/or McCauley propellers on the airplane. The search revealed STC SA2-1578 that was issued to Bendix Corporation for the installation of Teledyne Continental Motors O-470-BI or O-470-MI engines modified for fuel injection on Cessna 310, 310A, 310B, and 310C airplanes. The search also revealed STC SE2-1577 that was issued to Bendix Corporation for the installation of Bendix RS-5BD1 or RSA- 5AD1 fuel injection systems on Continental O-470-B, O-470-M, O-470-H, and O-470-N engines. Additionally, a search of the airplane's FAA airworthiness file found no records regarding the installation of these STCs on the airplane. Further, FAA Form 337 for the installation of these STCs as they are a major repair, were not found during the investigation. Also, an STC for the installation of the McCauley propellers was not located. METEOROLOGICAL INFORMATIONAt 1655, the weather reporting facility located at O22 indicated wind from 290° at 7 knots, visibility 10 statute miles, temperature 40°C, dew point 3°C, and an altimeter setting of 29.92 inches of mercury. The airport elevation for O22 is 2,121 ft mean sea level. The density altitude at the time of the accident was calculated to be 5,483 ft. AIRPORT INFORMATIONThe five-seat, low-wing, retractable-gear airplane, serial number 35705, was manufactured in 1958. It was powered by two fuel-injected Continental IO-470 engines, serial numbers 50164-5-M (right), and 51603-7-M (left), each equipped with a McCauley three-bladed, constant-speed propeller. During the investigation, the aircraft, engine, and propeller maintenance records were not located.

A review of FAA documents found that, according to the airplane's type certificate data sheet, the only engine approved to be installed on the aircraft was a Continental O-470-M engine. The type certificate data sheet also listed the approved propellers as either Hartzell HC82XF-2 or HC-A2XF-2.

The FAA supplemental type certificate (STC) database was searched for STCs that would allow for the installation of fuel injected IO-470 engines and/or McCauley propellers on the airplane. The search revealed STC SA2-1578 that was issued to Bendix Corporation for the installation of Teledyne Continental Motors O-470-BI or O-470-MI engines modified for fuel injection on Cessna 310, 310A, 310B, and 310C airplanes. The search also revealed STC SE2-1577 that was issued to Bendix Corporation for the installation of Bendix RS-5BD1 or RSA- 5AD1 fuel injection systems on Continental O-470-B, O-470-M, O-470-H, and O-470-N engines. Additionally, a search of the airplane's FAA airworthiness file found no records regarding the installation of these STCs on the airplane. Further, FAA Form 337 for the installation of these STCs as they are a major repair, were not found during the investigation. Also, an STC for the installation of the McCauley propellers was not located. WRECKAGE AND IMPACT INFORMATIONThe airplane came to rest about 3,775 ft from where the takeoff run commenced, and about 300 ft south of the extended centerline of the runway

The initial impact point was in a gravel area between the main ramp and a helicopter ramp. The wreckage path led from the initial impact point on a magnetic heading of 158° to the main wreckage, which was located just before the paved surface of the helicopter ramp. Two sets of slash marks were noted in the wreckage path consistent with strikes by the left and right propellers. The fuselage came to rest on a magnetic heading of 194°. As the airplane came to rest, the right engine nacelle stuck the rear of a parked fuel truck.

Postimpact fire consumed a majority of the fuselage and the wings inboard of the engine nacelles. The fuselage was consumed from the forward cabin bulkhead to aft of the cargo compartment. The empennage exhibited some heat damage but remained intact with minimal impact damage.

The outboard section of the right wing had minimal damage with one area of crushing of the leading edge about 2 ft inboard from the tip.

The left wing exhibited upward crushing from the tip inboard to the nacelle. The left and right fuel tip tanks both separated from the wings during the impact sequence. The left engine remained attached to its wing by a portion of the engine mount. The throttle, propeller, and mixture cable rod ends were observed attached to their respective control levers.

The left propeller hub had separated from the crankshaft flange and came to rest forward of the main wreckage. All three blades remained attached to the hub and exhibited chordwise scratches, gouging and curling.

The right engine remained attached to the wing at the engine mounts.

The right propeller r...