Cessna T210L accident near Van Nuys, California, November 1, 1991
On November 1, 1991 at about 7:13 pm local time, a Cessna T210L, registered N93054, was substantially damaged in an accident near Van Nuys, California (Van Nuys airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE INADVERTENT LOSS OF CONTROL DURING THE INITIAL CLIMB AFTER TAKEOFF THAT RESULTED FROM THE COLLAPSE OF THE RUDDER PEDAL BECAUSE OF A WORN LOCKING PIN HOLE IN THE RUDDER PEDAL STOWING SYSTEM, WHICH ALLOWED THE PIN TO DISENGAGE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 1, 1991 · about 7:13 pm local time
- Place
- Van Nuys, California · Van Nuys
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210L · all T210Ls on the register
- Registration
- N93054 · no longer on the register · serial 60246
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WITNESSES AT THE AIRPORT STATED THAT JUST AFTER THE AIRPLANE LIFTED OFF RUNWAY 16R, IT IMMEDIATELY BEGAN A VERY TIGHT 360 DEGREE TURN AND CRASHED BETWEEN RUNWAY 16L AND THE ADJACENT TAXIWAY. THE PILOT STATED TO FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTORS THAT, AFTER LIFTOFF, THE AIRPLANE BEGAN TURNING TO THE LEFT AND TRYING TO DIVE AND THAT HE HAD GREAT DIFFICULTY OVERRIDING THE FORCES ON THE CONTROLS. THE PILOT, WHO IS ALSO A CERTIFIED FLIGHT INSTRUCTOR, STATED THAT HE WAS FLYING THE AIRPLANE FROM THE RIGHT FRONT SEAT. FAA INSPECTORS EXAMINED THE WRECKAGE AND FOUND THE RIGHT SEAT RUDDER PEDAL COLLAPSED TO THE FLOOR. THE FAA INSPECTOR PULLED THE STOWABLE RUDDER PEDAL INTO THE FLIGHT POSITION, AND IT LOCKED IN PLACE. WHEN THE FAA INSPECTOR APPLIED HAND PRESSURE TO BOTH PEDALS, THE RIGHT PEDAL SNAPPED INTO THE RETRACT POSITION. HE ATTEMPTED THIS SEVERAL TIMES. THE FAA INSPECTOR DISASSEMBLED THE PEDAL AND FOUND THAT THE PIN RECEIVING HOLE WAS WORN OBLONG, ALLOWING THE PIN TO DISENGAGE.
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: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,700 hours in all; 56 in this make and model; 213 in the last 90 days; 80 in the last 30 days; 1,610 as pilot in command; 1,200 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 1,500 hours
- Last inspection: 100-hour inspection, October 10, 1991; 36 hours since
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TS10-520 (piston); 0 hours total
The flight
- Destination: SBP San Luis Obispo CA
- Flight plan: none
- Runway 16, 8,000 ft by 150 ft
Weather at the time
- Light: daylight
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.