Cessna P210N accident near Grass Valley, California, December 14, 1995
On December 14, 1995 at about 4:00 pm local time, a Cessna P210N, registered N4598K, was substantially damaged in an accident near Grass Valley, California (Nevada County Airpark airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the failure of the pilot to follow the before starting engine checklist and ensure that the landing gear selector was in the down position, and the pilot's decision to takeoff with a known aircraft deficiency.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 14, 1995 · about 4:00 pm local time
- Place
- Grass Valley, California · Nevada County Airpark · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna P210N · all P210Ns on the register
- Registration
- N4598K · no longer on the register · serial P21000230
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT ABORTED HIS FIRST TAKEOFF BECAUSE THE ENGINE PRODUCED ONLY 25 INCHES OF MANIFOLD PRESSURE AND NOT THE NORMAL TAKEOFF POWER OF 38 INCHES AT 2,700 RPM. THE PILOT TURNED THE FUEL BOOST PUMP SWITCH TO LOW AND WAS ABLE TO GAIN 3 MORE INCHES OF MANIFOLD PRESSURE, BUT AGAIN NOT FULL TAKEOFF POWER. THE PILOT ATTEMPTED A SECOND TAKEOFF. AT 80 KNOTS THE PILOT ROTATED THE AIRPLANE. THE AIRPLANE BECAME LIGHT ON THE LANDING GEAR, AT WHICH TIME THE LANDING GEAR BEGAN TO RETRACT. THE PILOT IMMEDIATELY SAW THE LANDING GEAR HANDLE WAS IN THE UP POSITION AND MOVED IT TO THE DOWN POSITION. THE AIRPLANE SETTLED TO THE RUNWAY WITH ONE OF THE MAIN LANDING GEAR NOT FULLY EXTENDED. THE AIRPLANE VEERED OFF THE RIGHT SIDE OF THE RUNWAY AND STRUCK THE CONCRETE FOOTING OF A RUNWAY EDGE LIGHT UNDER CONSTRUCTION. THE POSITION OF THE LANDING GEAR LEVER IS LISTED AS AN ITEM ON THE AIRPLANE'S BEFORE STARTING ENGINE CHECKLIST. THERE WAS NO EVIDENCE OF MECHANICAL FAILURE OR MALFUNCTION FOUND THAT WOULD ACCOUNT FOR THE 8- TO 10-INCH DROP IN MANIFOLD PRESSURE.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,301 hours in all; 1,412 in this make and model; 16 in the last 90 days; 1 in the last 30 days; 2,256 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,422 hours
- Last inspection: annual inspection, February 12, 1995; 5 hours since
- Maximum gross weight: 4,000 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-P (piston); 0 hours total
The flight
- Destination: O56 Novato CA
- Flight plan: IFR
- Runway 25, 3,915 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 200° at 8 knots
- Visibility: 15 statute miles
- Temperature: 52°F (11°C), dew point 45°F (7°C)
- Altimeter: 30.00 inHg
- Observation at 5:55 pm from BAB, 21 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.