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I had a falling out with Cessna that ended with me in a deposition for a manufacturing fraud suit involving a 310 that flew into a July 4 crowd in Southern California several years ago. I was a MEL rep for Cessna in the 70's and I flew the 310 for transportation. The FAA issued a directive based on my information and I have a copy. I understand that the Gwinette crash happened shortly after takeoff. If eyewitnesses say that the gear was down and it sounded like an engine faiure occurred, I can probably tell you what happened. They refuse to correct the POH to direct the pilot to secure the emergency gear extension handle prior to takeoff. If not properly stowed, it can rotate when the gear handle is moved "up" and lodge in the left engine fuel selector quadrant causing the left engine fuel selector valve to go to the "off" position and the engine to fail due to fuel starvation, making it impossible to raise the gear. Down she goes. It happened to me and luck is the reason I am the only living eye witness.<br> <br> I am the guy who sent you and Herman Cain copies of letters I sent to members of congress about why the stock market is not behaving normally and how I became tied into it.<br> <br> It takes a particular brand of bastard to allow a situation like this to exist. In fact, if a pilot followed the instructions in the POH, he would induce engine failure in more than one circumstance.<br> <br> Ross Ivey<br> 770-313-3906
By ross ivey

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