Cessna T210L accident near College Park, Maryland, October 24, 1995
On October 24, 1995 at about 2:24 pm local time, a Cessna T210L, registered N89EP, was substantially damaged in an accident near College Park, Maryland (College Park airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
the pilot's improper recovery from a bounced landing and his failure to initiate a go-around. Related factors were the crosswind and the pilot's concern about being late for meetings he had scheduled.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 24, 1995 · about 2:24 pm local time
- Place
- College Park, Maryland · College Park · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210L · all T210Ls on the register
- Registration
- N89EP · registry record · serial 21060380
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he received an airport advisory which indicated winds were out of 240 degrees at 15 knots, with gusts to 25 knots, and the runway in use was 15. He stated that he experienced moderate to severe turbulence in the traffic pattern, so he increased his approach airspeed by 10 MPH and used only 10 degrees of flaps. The pilot stated that the airplane bounced several times during the landing. On the third bounce the nose tire blew, and the airplane veered off the runway onto the soft turf collapsing the nose gear. The pilot stated that the accident could have been avoided if he had performed a go-around when the airplane first touched down (bounced). He also stated he had encountered unexpected delays en route, and was concerned about being late for a meeting.
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.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,306 hours in all; 150 in this make and model; 20 in the last 90 days; 6 in the last 30 days; 1,306 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,240 hours
- Last inspection: annual inspection, October 2, 1995; 22 hours since
- Maximum gross weight: 3,920 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-H (piston); 0 hours total
The flight
- Departed from: BOS Boston MA at 12:00 pm
- Flight plan: IFR
- Runway 15, 2,197 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 13 knots, gusting 19
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 55°F (13°C)
- Altimeter: 30.00 inHg
- Observation at 1:55 pm from ADW, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Other NTSB records under N89EP the same tail number, which may have belonged to a different aircraft at the time
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number BFO96LA019.