Cessna T210L accident near Port Angeles, Washington, March 26, 1999
On March 26, 1999 at about 8:10 pm local time, a Cessna T210L, registered N93377, was substantially damaged in an accident near Port Angeles, Washington. It was a flight of an unrecorded kind under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's improper in-flight decision which resulted in a loss of power due to a contaminated fuel system. Factors include unsuitable terrain and the fence.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 26, 1999 · about 8:10 pm local time
- Place
- Port Angeles, Washington · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210L · all T210Ls on the register
- Registration
- N93377 · no longer on the register · serial 210-60381
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the annual inspection, leaking fuel tank caps and a water-contaminated fuel system were discovered. After completion of the annual, to include replacement of the caps and extensive actions to purge the system of any contamination, the pilot was asked to take the airplane on a post-maintenance test flight. During this flight, the pilot, who had been made aware that there had been significant water contamination of the fuel system, was supposed to make sure the aircraft ran properly and that there was nothing wrong with it. The pilot operated the engine prior to takeoff with the left fuel system selected, but did not select the right tank to see if he could detect any residual water contamination in that side of the system. He also did not test the right system while at altitude or when at a location where he could easily reach an airport if the engine lost power. After descending toward his en route destination, the pilot switched to the right fuel system and soon thereafter the engine experienced a complete loss of power. Unable to extend the glide to the airport, the pilot was able to land on a municipal baseball field. Although the touchdown was successful, the pilot was unable to get the airplane stopped prior to impacting the backstop.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,040 hours in all; 1 in this make and model; 126 in the last 90 days; 54 in the last 30 days; 972 as pilot in command; 498 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,130 hours
- Last inspection: annual inspection, March 26, 1999; 0 hours since
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-H (piston); 0 hours total
The flight
- Departed from: BFI Seattle WA at 7:10 pm
- Destination: CLM
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 250° at 15 knots
- Visibility: 20 statute miles
- Sky: broken clouds at 3,000 ft; not recorded
- Temperature: 50°F (10°C), dew point 0°F (-18°C)
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.