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Accidents · NTSB SEA04FA083 · Final report

Cessna 170B and Cessna 210J mid-air collision near Tenino, Washington, May 17, 2004

On May 17, 2004 at about 3:40 am local time, 2 aircraft, Cessna 170B (N3510D) and Cessna 210J (N3329S), were involved in a mid-air collision near Tenino, Washington. 1 person was killed and 1 person had minor injuries. The weather was visual conditions (good weather).

The NTSB's probable cause their words, unchanged

The other pilot's failure to maintain an adequate visual lookout during cruise flight, which resulted in a midair collision between the two airplanes.
The pilot's failure to maintain an adequate visual lookout during cruise flight, which resulted in a midair collision between the two airplanes.

Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.

What the record shows

Date
May 17, 2004 · about 3:40 am local time · cases in 2004
Place
Tenino, Washington · map
Type
Accident · mid-air collision
Injuries
1 person was killed and 1 person had minor injuries.
Weather
visual conditions (good weather)
Aircraft 1
Cessna 170B · all 170Bs on the register
Registration
N3510D · registry record · serial 27053
Damage
Destroyed
Flight
Personal flight · general aviation rules (Part 91)
Aircraft 2
Cessna 210J · all 210Js on the register
Registration
N3329S · no longer on the register · serial 21059129
Damage
Destroyed
Flight
Positioning flight · general aviation rules (Part 91)

The NTSB's narrative for the Cessna 170B final · quoted from the NTSB record

At 2038:10, a Cessna 170B and a Cessna 210J collided in-flight about 5 miles southeast of Tenino, Washington, at 3,000 feet mean sea level (about 2,700 feet above ground level). The Cessna 170B, flown by a private pilot, sole occupant of the airplane, was transponder equipped squawking code 1200 and emitting Mode C altitude information. The Cessna 170B had just descended from 7,500 feet msl and was leveling off at 3,000 feet on a magnetic heading of 322 degrees when the collision occurred. The pilot of the Cessna 170B, whose engine was separated from the airplane as a result of the collision, was able to maintain control of the airplane and succeeded in making a forced landing to an open field. The pilot of the Cessna 210J, also the sole occupant, was not emitting a transponder code, and therefore no altitude or other identifying information was available. However, a radar target was observed to the left and on a collision course with the Cessna 170B, and is assumed to have been the Cessna 210J; there were no other aircraft observed in the immediate vicinity. At 2036:11, the aircraft were approximately 3 1/2 nautical miles apart, the Cessna 210J oriented on a heading of north, while the Cessna 170B was on a magnetic heading of 309 degrees. At 2036:34, both aircraft were still on their respective headings, however, their lateral separation had diminished by 3/4 of a mile; the airplanes were now 2 3/4 miles apart. At 2036:58, lateral separation was reduced by 1/2 mile to 2 1/4 miles, and at 2037:22 lateral separation was further reduced to 1 1/4 miles. At 0337:46, 24 seconds prior to the collision, radar data indicates the aircraft were separated by a lateral distance of approximately 3,300 feet. Based on scratch marks and paint transfer signatures observed on both aircraft, as well as an estimated speed of the overtaking Cessna 210J being 150 knots and the GPS readout speed of the Cessna 170B of 113 knots, calculations revealed a closure speed of 41 knots, and a collision angle of 8 degrees. A calculated convergence angle of 22 degrees was determined for the Cessna 210J and 150 degrees for the Cessna 170B. It was concluded that based on the Cessna 210J's convergence angle and pilot's unobstructed forward field of vision, the Cessna 210J pilot should have been able to detect the presence of the Cessna 170B using normal visual scanning procedures consistent with visual flight rule (VFR) operations.

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 NTSB's narrative for the Cessna 210J final · quoted from the NTSB record

At 2038:10, a Cessna 170B and a Cessna 210J collided in-flight about 5 miles southeast of Tenino, Washington, at 3,000 feet mean sea level (about 2,700 feet above ground level). The Cessna 170B, flown by a private pilot, sole occupant of the airplane, was transponder equipped squawking code 1200 and emitting Mode C altitude information. The Cessna 170B had just descended from 7,500 feet msl and was leveling off at 3,000 feet on a magnetic heading of 322 degrees when the collision occurred. The pilot of the Cessna 170B, whose engine was separated from the airplane as a result of the collision, was able to maintain control of the airplane and succeeded in making a forced landing to an open field. The pilot of the Cessna 210J, also the sole occupant, was not emitting a transponder code, and therefore no altitude or other identifying information was available. However, a radar target was observed to the left and on a collision course with the Cessna 170B, and is assumed to have been the Cessna 210J; there were no other aircraft observed in the immediate vicinity. At 2036:11, the aircraft were approximately 3 1/2 nautical miles apart, the Cessna 210J oriented on a heading of north, while the Cessna 170B was on a magnetic heading of 309 degrees. At 2036:34, both aircraft were still on their respective headings, however, their lateral separation had diminished by 3/4 of a mile; the airplanes were now 2 3/4 miles apart. At 2036:58, lateral separation was reduced by 1/2 mile to 2 1/4 miles, and at 2037:22 lateral separation was further reduced to 1 1/4 miles. At 0337:46, 24 seconds prior to the collision, radar data indicates the aircraft were separated by a lateral distance of approximately 3,300 feet. Based on scratch marks and paint transfer signatures observed on both aircraft, as well as an estimated speed of the overtaking Cessna 210J being 150 knots and the GPS readout speed of the Cessna 170B of 113 knots, calculations revealed a closure speed of 41 knots, and a collision angle of 8 degrees. A calculated convergence angle of 22 degrees was determined for the Cessna 210J and 150 degrees for the Cessna 170B. It was concluded that based on the Cessna 210J's convergence angle and pilot's unobstructed forward field of vision, the Cessna 210J pilot should have been able to detect the presence of the Cessna 170B using normal visual scanning procedures consistent with visual flight rule (VFR) operations.

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 for the Cessna 170B from the NTSB's investigation tables, in plain English

Pilot

  • Certificate: private
  • Ratings: single-engine land
  • Flight time: 282 hours in all; 126 in this make and model; 23 in the last 90 days; 20 in the last 30 days; 240 as pilot in command
  • Last flight review: January 16, 2003
  • Medical certificate: Class 3 (valid medical--no waivers/lim.)
  • Seat: left
  • Injury: serious injuries

The aircraft

  • Airframe total time: 2,318.9 hours
  • Last inspection: annual inspection, May 22, 2003; 33.7 hours since
  • Maximum gross weight: 2,200 lb
  • Seats: 4
  • Landing gear: fixed
  • Engine: Continental O-300 (piston); 0 hours total

The flight

  • Departed from: RBG Roseburg OR at 1:20 am
  • Destination: WA69 Vashon WA
  • Flight plan: none

Weather at the time

  • Light: daylight
  • Visibility: 10 statute miles
  • Sky: overcast at 7,150 ft
  • Temperature: 59°F (15°C), dew point 48°F (9°C)
  • Altimeter: 30.00 inHg
  • Observation at 3:54 am from OLM, 14 miles away

Injuries

FatalSeriousMinorNone
Crew1

The factual record for the Cessna 210J from the NTSB's investigation tables, in plain English

Pilot

  • Certificate: commercial pilot
  • Ratings: multi-engine land; single-engine land
  • Flight time: 1,000 hours in all
  • Medical certificate: Class 1 (valid medical--no waivers/lim.)
  • Seat: left
  • Injury: fatal

The aircraft

  • Last inspection: annual inspection, March 4, 2002
  • Maximum gross weight: 3,400 lb
  • Seats: 6
  • Landing gear: retractable
  • Engine: Continental IO-520 (piston); 0 hours total

The flight

  • Departed from: 1W1 Camas WA at 2:30 am
  • Destination: PAE Everett WA
  • Flight plan: none

Injuries

FatalSeriousMinorNone
Crew1

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.

Connections how this case links to the rest of the register

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The whole map of how records connect · these connections as data: /graph/accident/SEA04FA083.json.

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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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.