Cessna T210N accident near Herlong, California, June 16, 1989
On June 16, 1989 at about 6:45 pm local time, a Cessna T210N, registered N4857C, was substantially damaged in an accident near Herlong, California (Herlong airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
FUEL STARVATION, AFTER THE PILOT DIVERTED HIS ATTENTION TO AN ELECTRICAL PROBLEM, AND HIS FAILURE TO REPOSITION THE FUEL SELECTOR SWITCH, EITHER BEFORE THE ENGINE LOST POWER OR DURING EMERGENCY PROCEDURES. FACTORS RELATED TO THE ACCIDENT WERE: THE TRIPPED ALTERNATOR CIRCUIT BREAKER, AND HIGH OBSTRUCTIONS IN THE EMERGENCY LANDING AREA.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 16, 1989 · about 6:45 pm local time
- Place
- Herlong, California · Herlong · map
- Type
- Accident
- Injuries
- 1 person was seriously injured; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210N · all T210Ns on the register
- Registration
- N4857C · registry record · serial 21063647
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
ON A PREVIOUS FLT, THE ACFT'S ELEC SYS OVERHEATED & FAILED. THE PLT DIVERTED TO BISHOP, CA, WHERE IT WAS REPAIRED. APRX 1 HR AFTER TAKING OFF ON THE NEXT FLT, THE ALTERNATOR CIRCUIT BREAKER 'POPPED.' THE PLT TURNED OFF THE ELEC MASTER SW & DECIDED TO CONT TO THE DESTN. HOWEVER, A SHORT TIME LATER, THE ENG BEGAN TO SURGE & SUBSEQUENTLY LOST POWER. THE PLT INITIATED EMERG PROCEDURES, BUT DID NOT RECALL SWITCHING THE FUEL SELECTOR. HE MNVRD THE ACFT TO LAND AT A NEARBY ARPT, BUT AFTER EXTENDING THE GEAR TO LAND, HE REALIZED THE ACFT WOULD NOT REACH THE RWY. BEFORE MAKING AN OFF-ARPT LANDING, HE SAW TRANSMISSION LINES AHEAD, BUT HAD INSUFFICIENT SPEED TO FLY OVER THEM. WHILE CROSSING UNDER THE WIRES TO LAND, THE ACFT HIT THE GND & WAS DMGD. AN EXAM REVEALED THE FUEL SELECTOR WAS PSND TO THE LEFT TANK, WHICH CONTAINED ONLY OUNCES OF FUEL. THE RGT TANK HAD AN ESTIMATED 15 TO 20 GAL OF FUEL REMAINING. WHEN CHECKED, THE ALTERNATOR CIRCUIT FAILED TO SUSTAIN AN ELEC LOAD AT ITS RATED CAPACITY.
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: 655 hours in all; 498 in this make and model; 11 in the last 90 days; 8 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,407 hours
- Last inspection: annual inspection, August 11, 1988; 193 hours since
- Maximum gross weight: 4,016 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-R (piston); 0 hours total
The flight
- Departed from: BIH Bishop CA at 5:30 pm
- Destination: 1Q2 Susanville CA
- Flight plan: none
- Runway 24, 3,260 ft by 40 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 17 knots
- Visibility: 100 statute miles
- Sky: scat
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.