Cessna P210N accident near Spicewood, Texas, October 2, 1999
On October 2, 1999 at about 4:46 pm local time, a Cessna P210N, registered N7542K, was destroyed in an accident near Spicewood, Texas (Spicewood airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's delayed application of full throttle during a go-around, which resulted in a slow airspeed and inadvertent stall/spin. A factor was the pilot's habit of only applying partial power during takeoff.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 2, 1999 · about 4:46 pm local time
- Place
- Spicewood, Texas · Spicewood · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna P210N · all P210Ns on the register
- Registration
- N7542K · no longer on the register · serial P21000405
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to pilot-rated witnesses, the aircraft was 'very fast on final approach.' They added that the airplane floated for approximately 1/3 of the runway length and then flared. During the flare, the airplane ballooned about 50-75 feet, and continued to lose speed as it traveled down the runway. With about 1/3 of the runway length remaining, the airplane's right wing dropped, and the witnesses heard power being added as the airplane began an 'uncoordinated turn' to the west. The witnesses stated that the airplane appeared to be 'near a stall' when they lost sight of it, and they heard 'full power being applied' just prior to the sound of impact. One of the witnesses, who had flown with the pilot, stated that he cautioned her to be careful with the application of power, because the engine was recently overhauled and a mechanic told him to limit the manifold pressure (MP) until the engine was broken in. The maintenance records contained break-in procedures for a previous overhaul, which instructed the pilot not to exceed 30' of MP on takeoff, except in an emergency. No anomalies with the aircraft or engine were noted during the post-accident examinations.
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: private
- Ratings: single-engine land
- Flight time: 548 hours in all; 294 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,542 hours
- Last inspection: annual inspection, April 7, 1999; 21 hours since
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-P (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: RBD Dallas TX at 3:40 pm
- Destination: 88R
- Flight plan: none
- Runway 17, 3,000 ft by 30 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 10 knots
- Visibility: 10 statute miles
- Sky: scat at 2,800 ft
- Temperature: 81°F (27°C), dew point 63°F (17°C)
- Altimeter: 29.00 inHg
- Observation at 4:53 pm from AUS, 23 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
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.