Cessna T210M accident near San Martin, California, August 29, 1997
On August 29, 1997 at about 10:10 pm local time, a Cessna T210M, registered N761HQ, was substantially damaged in an accident near San Martin, California (South County airport). It was a flight of an unrecorded kind under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Installation of improper connecting hardware by maintenance personnel, and, the inadequate inspection of the installed hardware by inspection personnel resulting in separation of the engine throttle linkage.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 29, 1997 · about 10:10 pm local time
- Place
- San Martin, California · South County · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210M · all T210Ms on the register
- Registration
- N761HQ · no longer on the register · serial 21062273
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was conducting a post-maintenance check flight of the aircraft following an annual inspection completed the prior day. During repairs associated with the annual inspection, the three engine control cables were replaced. While in cruise flight the engine lost power and the pilot attempted to glide to an emergency landing. He overshot the 3,100-foot-long runway and went off the departure end. When the engine was uncowled, the bolt which connects the throttle control to the throttle body actuator arm was missing. The bolt was found in the bottom of the cowling, but the nut was not located. The bolt did not comply with an applicable Airworthiness Directive. The pilot opined that after the throttle control separated, the engine may not have gone completely to the idle power position and the resulting partial engine power may have contributed to the landing overshoot. The pilot stated that he was wearing a headset and could not hear the engine well enough to detect a partial power condition.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 6,018 hours in all; 26 in this make and model; 18 in the last 90 days; 8 in the last 30 days; 5,083 as pilot in command; 2,471 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,680 hours
- Last inspection: annual inspection, August 28, 1997; 1 hours since
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-R1A (piston); 0 hours total
The flight
- Departed from: SJC San Jose CA at 9:30 pm
- Flight plan: none
- Runway 32, 3,100 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 330° at 12 knots
- Visibility: 40 statute miles
- Sky: clear
- Temperature: 79°F (26°C), dew point 52°F (11°C)
- Altimeter: 29.00 inHg
- Observation at 9:55 pm from SJC, 300 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.