Cessna 210 accident near Newton, New Jersey, July 23, 1999
On July 23, 1999 at about 7:00 pm local time, a Cessna 210, registered N9712X, was substantially damaged in an accident near Newton, New Jersey (Newton airport). It was an instructional 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
The pilot's failure to secure the oil cap after adding oil; the flight instructor's failure to insure the preflight was completed properly; and oil on the windshield obstructing forward vision.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 23, 1999 · about 7:00 pm local time
- Place
- Newton, New Jersey · Newton
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 210 · all 210s on the register
- Registration
- N9712X · no longer on the register · serial 21058012
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot preflighted the airplane and added 1 1/2 quarts of oil before the flight. Once on the runway, the pilot advanced the throttle, and the engine responded normally. At 100 feet agl, oil started spreading back onto the windscreen. The instructor took the controls, and reduced power to prevent overheating. Both felt there was an uncommanded reduction in propeller RPM, and continued flight would not be possible. The pilot added that the engine, 'felt and sounded normal' when the airplane impacted the trees. The engine oil filler cap was found removed and hanging by a chain. In addition, the oil that spread aft over the engine and cowling created a fan approximately 30 degrees wide, and started at the engine oil filler cap. No pre-impact failures or malfunctions were found with either the engine or the airframe. The pilot's operating handbook states, 'When oil pressure to the piston in the propeller hub is relieved, centrifugal force, assisted by an internal spring, twists the blades towards low pitch (high RPM).' The instructor had 4 hours of flight experience in the accident airplane's make and model. The pilot had 13 hours in the accident airplane's make and model.
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; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 2,200 hours in all; 4 in this make and model; 100 in the last 90 days; 25 in the last 30 days; 1,500 as pilot in command; 1,000 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2,880 hours
- Last inspection: annual inspection, October 30, 1998; 50 hours since
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470 (piston); 0 hours total
The flight
- Departed from: 3N5 at 7:00 pm
- Flight plan: none
- Runway 6, 2,546 ft by 45 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 290° at 10 knots
- Visibility: 10 statute miles
- Sky: scat at 8,000 ft
- Temperature: 99°F (37°C), dew point 55°F (13°C)
- Altimeter: 29.00 inHg
- Observation at 6:45 pm from MMU, 24 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.