Cessna P210N accident near Boone, North Carolina, July 7, 2000
On July 7, 2000 at about 3:00 pm local time, a Cessna P210N, registered N7VZ, was substantially damaged in an accident near Boone, North Carolina (Boone airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the inter-cooler duct connecting the inter-cooler to the engine due to inadequate attachment of the inter-cooler to the aircraft which resulted in loss of turbocharger air overboard and loss of engine power and damage to the aircraft during a forced landing. Contributing to the accident was inadequate inspection requirements for the inter-cooler system and inadequate inspection of the inter-cooler system by the mechanic during the last inspection.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 7, 2000 · about 3:00 pm local time
- Place
- Boone, North Carolina · Boone · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna P210N · all P210Ns on the register
- Registration
- N7VZ · no longer on the register · serial P21000005
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During takeoff rotation, engine power decreased and the pilot heard an unusual noise from the engine area. The pilot was unable to stop on the remaining runway and proceeded away from the airport and made a 180 degree turn to return to the airport. The engine did not produce enough power to return to the runway and the aircraft was landed in the grass adjacent to the runway. During rollout the nose landing gear collapsed and the aircraft impacted a mound of dirt where it came to rest. Post crash examination of the aircraft by an FAA inspector showed the engine inter-cooler system, which had been installed in accordance with an STC, was loose at the worn single attach point and the rubber duct from the inter-cooler to the engine was split about 50% around, causing turbocharged air to be exhausted overboard. The aircraft had received an annual inspection about 1 flight hour before the accident. Documents for the inter-cooler system did not give any directions for inspecting the system.
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; instrument: airplane
- Flight time: 785 hours in all; 111 in this make and model; 23 in the last 90 days; 9 in the last 30 days; 716 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,300 hours
- Last inspection: annual inspection, June 13, 2000; 1 hours since
- Maximum gross weight: 4,000 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-P (piston); 0 hours total
The flight
- Departed from: 5A3 at 2:58 pm
- Flight plan: none
- Runway 31, 2,600 ft by 40 ft
Weather at the time
- Light: daylight
- Wind: from 040° at 7 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 61°F (16°C)
- Altimeter: 30.00 inHg
- Observation at 3:13 pm from TNB, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.