Cessna 210L accident near Rochester, New York, November 14, 2002
On November 14, 2002 at about 10:34 pm local time, a Cessna 210L, registered N2444S, was destroyed in an accident near Rochester, New York (Greater Rochester Internationa airport). It was a business flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power for undetermined reasons. A factor in this accident was the night light condition which precluded the pilot's ability to adequately view suitable forced landing areas.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 14, 2002 · about 10:34 pm local time
- Place
- Rochester, New York · Greater Rochester Internationa · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 210L · all 210Ls on the register
- Registration
- N2444S · no longer on the register · serial 21061285
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After about 1 hour en route, the pilot contacted the air traffic control tower and was cleared to land. About 2 minutes later, the pilot reported he lost engine power and was "looking for a good spot to land." Several witnesses observed the airplane flying very low and descending. Some witnesses reported nothing unusual regarding the sound of the airplane's engine; however, other witnesses reported the engine was "running rough," "cutting in-and-out," or "quiet." The airplane was observed to strike a fence, impact the ground, and burst into flames. Examination of the wreckage, which was extensively damaged during the post-impact fire, did not revealed any pre-impact mechanical failures. According to refueling records, the airplane was "topped-off" with 32 gallons of 100 low-lead aviation gasoline prior to takeoff. During an interview, the lineman who performed the refueling said that approximately 42 aircraft were re-fueled from the same fuel truck, which included 14 aircraft after the accident airplane. He was not aware of any pilots reporting a fuel related problem. In addition, post accident fuel samples taken from the fuel truck nozzle, filter and sump, were absent of contaminates. The accident occurred during night visual meteorological conditions.
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: 1,100 hours in all
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Last inspection: annual inspection, February 2, 2002; 105 hours since
- Maximum gross weight: 3,800 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520L (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: AGC Pittsburgh PA at 9:30 pm
- Destination: ROC Rochester NY
- Flight plan: IFR
- Runway 25, 4,000 ft by 140 ft
Weather at the time
- Light: night
- Wind: from 240° at 6 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 8,000 ft
- Temperature: 55°F (13°C), dew point 39°F (4°C)
- Altimeter: 29.84 inHg
- Observation at 10:54 pm from ROC, 2 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.