Cessna P210N accident near Creswell, Oregon, September 26, 1997
On September 26, 1997 at about 7:45 pm local time, a Cessna P210N, registered N6394W, was substantially damaged in an accident near Creswell, Oregon (Hobby airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper fuel management in which the fuel selector was positioned on tank with inadequate fuel resulting in fuel starvation. Also causal was the pilot's failure to perform the pilot operating handbook 'engine failure in flight' procedure. A factor was a ditch in the forced landing area.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 26, 1997 · about 7:45 pm local time
- Place
- Creswell, Oregon · Hobby · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna P210N · all P210Ns on the register
- Registration
- N6394W · no longer on the register · serial P21000765
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that shortly after takeoff he moved the fuel selector from 'both' to 'right' and did not subsequently reposition it from 'right', resulting in fuel starvation as the aircraft cruised at 16,000 feet about 3 hours after takeoff. The pilot declared an emergency with air traffic control (ATC) and was directed to a nearby airport where he attempted a forced landing; however, he was not successful in reaching the airport runway. In the ensuing forced landing, the airplane struck a ditch and flipped over, coming to rest in a field near the runway. Post-accident examination found 35 gallons of fuel in the left tank, no fuel in the right tank, and the fuel selector positioned to 'right.' Pilot's operating handbook (POH) data indicate the airplane takes approximately 15 minutes to descend from 16,000 feet to the emergency airport elevation (535 feet above mean sea level) in a descent at best glide speed (approximately 85 knots indicated airspeed) with propeller windmilling and flaps and gear up. The POH 'engine failure in flight' procedure directs the pilot to check fuel quantity and place the fuel selector on the fullest tank.
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: 894 hours in all; 92 in this make and model; 39 in the last 90 days; 26 in the last 30 days; 806 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,835 hours
- Last inspection: annual inspection, August 20, 1997; 48 hours since
- Maximum gross weight: 4,000 lb
- Seats: 5
- Landing gear: retractable
- Engine: Continental TSIO-520-AF (piston); 0 hours total
The flight
- Departed from: PAO Palo Alto CA at 4:30 pm
- Destination: BFI Seattle WA
- Flight plan: IFR
- Runway 15
Weather at the time
- Light: daylight
- Wind: from 170° at 11 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 5,500 ft; scat at 3,600 ft
- Temperature: 63°F (17°C), dew point 54°F (12°C)
- Altimeter: 30.00 inHg
- Observation at 7:56 pm from EUG, 14 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.