Cessna P210N accident near Smoketown, Pennsylvania, October 30, 1997
On October 30, 1997 at about 5:30 pm local time, a Cessna P210N, registered N600WL, was substantially damaged in an accident near Smoketown, Pennsylvania. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot in command's (CFI) improper management of the fuel supply, which resulted in fuel exhaustion of the selected tank and the subsequent loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 30, 1997 · about 5:30 pm local time
- Place
- Smoketown, Pennsylvania · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna P210N · all P210Ns on the register
- Registration
- N600WL · registry record · serial P21000409
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The owner reported that the certificated flight instructor (CFI) was the pilot in command. The CFI, flying from the right front seat, stated that he was given an en route descent to 3,000 feet. Lowering the manifold pressure by 2 inches about every 2 minutes so as not to shock cool the engine, the CFI noticed the manifold pressure drop from 18 inches to 10 inches, and the engine did not respond to his inputs. The fuel selector valve was on the left tank and the fuel indicator displayed 1/4 tank. The CFI gave control of the airplane to the owner at about 2,500 feet MSL. The owner, estimated their altitude to be about 1,500 feet above ground level, focused on locating a suitable field for landing. The forced landing to a freshly plowed field resulted in the airplane flipping over during roll out. The fuel selector switch was found in the left tank position. No fuel was drained from the left tank and 11 gallons were drained from the right tank. No mechanical problems were found with the airframe or engine.
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: flight instructor, commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 680 hours in all; 229 in this make and model; 602 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,409 hours
- Last inspection: annual inspection, February 1, 1997; 180 hours since
- Maximum gross weight: 4,100 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520P (piston); 0 hours total
The flight
- Departed from: ISP Islip NY at 4:30 pm
- Destination: 37PA PA
- Flight plan: IFR
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 250° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 20,000 ft
- Temperature: 61°F (16°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 5:50 pm from LNS, 10 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
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.