Cessna P210N accident near Richfield Sprng, New York, July 17, 2000
On July 17, 2000 at about 7:13 pm local time, a Cessna P210N, registered N5256W, was substantially damaged in an accident near Richfield Sprng, New York (Fulton County Airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Failure of the number two cylinder main bearing for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 17, 2000 · about 7:13 pm local time
- Place
- Richfield Sprng, New York · Fulton County Airport · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna P210N · all P210Ns on the register
- Registration
- N5256W · no longer on the register · serial P21000664
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise flight about 3,700 feet mean-sea-level, the pilot heard a loud 'pop', and the engine lost all power. The pilot performed a forced landing to a field, struck a rock, and the airplane came to rest inverted. Examination of the engine revealed that the crankshaft had separated between the number two and number three connecting rods. Additionally, the main bearing from the number two cylinder had shifted rearward. Material transfer, between the bearing and the area of the crankshaft near the fracture, was consistent with the bearing rubbing against the crankshaft. Review of the maintenance records, from the facility the previously performed maintenance on the airplane, revealed that all six cylinders were replaced about 100 hours of operation prior to the accident. One of the through-bolts was found to be at a torque setting that was less than the specified torque setting. The investigation could not determine if the bolt was not at a proper torque setting before the accident, or if the impact had loosened the bolt. The owner of the maintenance facility stated that the bolts were set to the correct torque.
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: 965 hours in all; 168 in this make and model; 121 in the last 90 days; 42 in the last 30 days; 841 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,045 hours
- Last inspection: annual inspection, October 20, 1999; 150 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: NY0 Johnstown NY at 6:50 pm
- Destination: CMH Columbus OH
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 310° at 6 knots
- Visibility: 20 statute miles
- Sky: broken clouds at 4,900 ft; scat at 3,000 ft
- Temperature: 79°F (26°C), dew point 66°F (19°C)
- Altimeter: 29.00 inHg
- Observation at 6:55 pm from UCA, 12 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.