Cessna P210N accident near Farmington, Pennsylvania, January 29, 2018
On January 29, 2018 at about 9:50 pm local time, a 1979 Cessna P210N, registered N34VF, was substantially damaged in an accident during enroute (cruise) near Farmington, Pennsylvania. It was a business flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
A total loss of engine power due to fatigue failure of the crankshaft drive gear teeth.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 29, 2018 · about 9:50 pm local time
- Place
- Farmington, Pennsylvania · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna P210N N, built 1979 · all P210Ns on the register
- Registration
- N34VF · registry record · serial P21000307
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During cruise flight in instrument meteorological conditions, the engine lost total power and the commercial pilot performed a forced landing to a field after emerging from the clouds about 300 ft above ground level; the airplane struck trees and a power line, resulting in a loss of control, impact with the ground, and subsequent post-impact fire. Examination of the engine revealed that the crankshaft drive gear was missing teeth, the camshaft gears were damaged, and each of the six pistons displayed valve impact damage. It is likely that the missing teeth from the drive gear caused an out-of-alignment condition that led to a cascade of additional damage to the mating timing gear on the camshaft. The improper engagement of the crankshaft drive gear to the camshaft compromised the timing of the entire valvetrain, which resulted in the loss of engine power. Review of the five most recent oil analysis results conducted during the 13 months before the accident revealed elevated levels of iron, chromium, silicon and nickel; elements present in the alloy steel drive gear. These levels were considered elevated relative to the initial oil analysis sample taken about 15 months before the accident. It is likely that the fatigue cracking had begun or become severe enough to alter the composition of the oil; however, there were no material anomalies or significant findings to indicate the gear was deficient. In addition, there were no irregularities discovered with the maintenance history, tolerances, or timing that would preclude eventual failure of the gear, therefore, no definitive cause of the gear failure could be determined.
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
What happened, in order
- Powerplant sys/comp malf/fail during enroute (cruise)
- Loss of engine power (total) during enroute (cruise) defining event
- Collision with terrain or object (not controlled flight into terrain) during landing
- Fire/smoke (post-impact) during post (impact)
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Damaged/degraded
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Failure
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 5,840 hours in all; 4,620 in this make and model; 42 in the last 90 days; 13 in the last 30 days; 5,840 as pilot in command
- Last flight review: June 22, 2016
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 4,169.7 hours
- Last inspection: annual inspection, November 17, 2017; 21 hours since
- Maximum gross weight: 4,250 lb
- Seats: 6
- Landing gear: retractable
- Engine: Cont Motor TSIO-520-P5B (piston); 1,509 hours total
- Fire on the ground
- Operator: Romag Air Services INC
The flight
- Departed from: GAI Gaithersburg MD at 9:00 pm
- Destination: HLG Wheeling WV
- Flight plan: IFR
Weather at the time
- Light: dusk
- Wind: from 190° at 4 knots
- Visibility: 1 statute miles
- Sky: overcast; scat at 6,000 ft
- Temperature: 34°F (1°C), dew point 25°F (-4°C)
- Altimeter: 29.97 inHg
- Observation at 9:35 pm from 2G4, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
8 documents, released by the NTSB on May 11, 2021. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 2 | Materials Laboratory Factual Report | PDF, 17 pages | View Download |
| 3 | Airplane Logbook Excerpt | PDF, 10 pages | View Download |
| 4 | Engine Logbook Excerpt | PDF, 3 pages | View Download |
| 5 | Oil Analysis | PDF, 1 page | View Download |
| 6 | Continental Party Form | PDF, 10 pages | View Download |
| 7 | Photo Array-accident Site, Damage and Exam | PDF, 12 pages | View Download |
| 8 | Wreckage Release and Chain of Custody | PDF, 4 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N34VF the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.