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Accidents · NTSB WPR14FA174 · Final report

Cessna 210E and Hawker SEA FURY TMK 20 mid-air collision near Richmond, California, April 27, 2014

On April 27, 2014 at about 11:06 pm local time, 2 aircraft, Cessna 210E (N4962U) and Hawker SEA FURY TMK 20 (N20SF), were involved in a mid-air collision near Richmond, California (Eagles Nest airport). 1 person was killed; 2 others were unhurt. The weather was visual conditions (good weather).

The NTSB's probable cause their words, unchanged

Both pilots’ failure to maintain adequate clearance from each other during cruise flight while in visual contact with each other. Contributing to the accident was the unexpected abrupt maneuver made by the pilot.
Both pilots’ failure to maintain adequate clearance from each other during cruise flight while in visual contact with each other. Contributing to the accident was the unexpected abrupt maneuver made by the other pilot.

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

What the record shows

Date
April 27, 2014 · about 11:06 pm local time · cases in 2014
Place
Richmond, California · Eagles Nest · cases near this airport · map
Type
Accident · mid-air collision
Injuries
1 person was killed; 2 others were unhurt.
Weather
visual conditions (good weather)
Aircraft 1
Cessna 210E, built 1965 · all 210Es on the register
Registration
N4962U · no longer on the register · serial 21058662
Damage
Destroyed
Flight
Personal flight · general aviation rules (Part 91)
Aircraft 2
Hawker SEA FURY TMK 20, built 1956 · all SEA FURY TMK 20s on the register
Registration
N20SF · registry record · serial ES-9505
Damage
Substantial damage
Flight
Personal flight · general aviation rules (Part 91)

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

The Sea Fury pilot and the Cessna pilot had flown their airplanes to a nearby airport to display them at an open house. The two pilots then briefed the return flights with each other and determined their flight routes. The Sea Fury departed, flew over the airport, and rendezvoused with another airplane for a photo shoot. They flew several 360-degree patterns, and the Sea Fury pilot observed the Cessna during one of his turns, and noted that it was on the briefed course. He completed the photo work and set his course for the return to their home airport. The Sea Fury pilot made radio contact with the Cessna pilot on a common, briefed frequency, and the Cessna pilot responded with his position. The Sea Fury pilot made visual contact with the Cessna forward and to the left, and the Cessna pilot responded that he had visual contact of the Sea Fury. The Cessna's airspeed was about 150 knots, and the Sea Fury's airspeed was about 200 knots. Approaching from well behind, the Sea Fury pilot advised the Cessna pilot that the Sea Fury was low and to the left. The Cessna pilot acknowledged visual contact again and broadcast that he wanted to take a picture. The Sea Fury pilot replied that there would probably not be time due to the speed differential. The Sea Fury pilot observed the trajectory and flight profile of the Cessna abruptly change to a left roll so that he could see the top of the Cessna's wing. The Sea Fury pilot attempted to avoid the Cessna by pitching his airplane nose down; however, he felt and heard a thump and realized that the two airplanes had collided. He pulled up and looked over his shoulder; he observed the Cessna inverted and going down. He squawked code 7700 on the transponder, and, due to communications issues, reported the midair collision and position of the Cessna to air traffic control via relay by another aircraft pilot. The Sea Fury pilot initiated a climb, and conducted a controllability check; he determined that he could control the airplane in the current configuration. He continued to his home airport and made a successful full-stop landing. The Sea Fury pilot stated that there were no mechanical malfunctions or failures with the airplane that would have precluded normal operation. Examination of the Sea Fury and the recovered portions of the Cessna did not reveal any anomalies that would have precluded normal operation of the airplanes. The last couple of minutes of data points from a GPS unit in the Cessna indicated a northeasterly track at GPS-derived groundspeeds of about 150 knots. The last few data points indicated that the airplane began to descend with varied groundspeeds, and the final data point was 212 knots at 854 ft. A review of recorded radar data showed two targets with one target approaching from behind and low. As the targets merged, the data points could not be attributed to either airplane because they were within the accuracy limits of the transmitting/recording systems.

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 Hawker SEA FURY TMK 20 final · quoted from the NTSB record

The Sea Fury pilot and the Cessna pilot had flown their airplanes to a nearby airport to display them at an open house. The two pilots then briefed the return flights with each other and determined their flight routes. The Sea Fury departed, flew over the airport, and rendezvoused with another airplane for a photo shoot. They flew several 360-degree patterns, and the Sea Fury pilot observed the Cessna during one of his turns, and noted that it was on the briefed course. He completed the photo work and set his course for the return to their home airport. The Sea Fury pilot made radio contact with the Cessna pilot on a common, briefed frequency, and the Cessna pilot responded with his position. The Sea Fury pilot made visual contact with the Cessna forward and to the left, and the Cessna pilot responded that he had visual contact of the Sea Fury. The Cessna's airspeed was about 150 knots, and the Sea Fury's airspeed was about 200 knots. Approaching from well behind, the Sea Fury pilot advised the Cessna pilot that the Sea Fury was low and to the left. The Cessna pilot acknowledged visual contact again and broadcast that he wanted to take a picture. The Sea Fury pilot replied that there would probably not be time due to the speed differential. The Sea Fury pilot observed the trajectory and flight profile of the Cessna abruptly change to a left roll so that he could see the top of the Cessna's wing. The Sea Fury pilot attempted to avoid the Cessna by pitching his airplane nose down; however, he felt and heard a thump and realized that the two airplanes had collided. He pulled up and looked over his shoulder; he observed the Cessna inverted and going down. He squawked code 7700 on the transponder, and, due to communications issues, reported the midair collision and position of the Cessna to air traffic control via relay by another aircraft pilot. The Sea Fury pilot initiated a climb, and conducted a controllability check; he determined that he could control the airplane in the current configuration. He continued to his home airport and made a successful full-stop landing. The Sea Fury pilot stated that there were no mechanical malfunctions or failures with the airplane that would have precluded normal operation. Examination of the Sea Fury and the recovered portions of the Cessna did not reveal any anomalies that would have precluded normal operation of the airplanes. The last couple of minutes of data points from a GPS unit in the Cessna indicated a northeasterly track at GPS-derived groundspeeds of about 150 knots. The last few data points indicated that the airplane began to descend with varied groundspeeds, and the final data point was 212 knots at 854 ft. A review of recorded radar data showed two targets with one target approaching from behind and low. As the targets merged, the data points could not be attributed to either airplane because they were within the accuracy limits of the transmitting/recording systems.

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 210E from the NTSB's investigation tables, in plain English

What happened, in order

  1. Midair collision during maneuvering defining event

The NTSB's findings

  • cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
  • factor Personnel issues › Action/decision › Action › (general) › Pilot
  • cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot of other aircraft

Pilot

  • Certificate: private
  • Ratings: single-engine land
  • Flight time: 285 hours in all; 37 in this make and model; 6 in the last 90 days; 2 in the last 30 days; 159 as pilot in command
  • Last flight review: July 26, 2012
  • Medical certificate: Class 3 (without waivers/limitations)
  • Seat: left
  • Injury: fatal

The aircraft

  • Airframe total time: 6,384 hours
  • Last inspection: annual inspection, September 10, 2013
  • Maximum gross weight: 3,097 lb
  • Seats: 6
  • Landing gear: retractable
  • Engine: Cont Motor IO 520-A (piston); 0 hours total
  • Operator: Sanders Aircraft INC

The flight

  • Departed from: HAF Half Moon Bay CA at 10:38 pm
  • Destination: CA20 Ione CA
  • Flight plan: none

Weather at the time

  • Light: daylight
  • Wind: from 260° at 15 knots
  • Visibility: 10 statute miles
  • Sky: broken clouds at 11,000 ft; a few clouds at 1,700 ft
  • Temperature: 63°F (17°C), dew point 46°F (8°C)
  • Altimeter: 30.09 inHg
  • Observation at 10:53 pm from KOAK

Injuries

FatalSeriousMinorNone
Flight crew1

The factual record for the Hawker SEA FURY TMK 20 from the NTSB's investigation tables, in plain English

What happened, in order

  1. Midair collision during maneuvering defining event

The NTSB's findings

  • cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot
  • factor Personnel issues › Action/decision › Action › (general) › Pilot of other aircraft
  • cause Personnel issues › Psychological › Attention/monitoring › Monitoring other aircraft › Pilot of other aircraft

Pilot

  • Certificate: commercial pilot
  • Ratings: multi-engine land; single-engine land; instrument: airplane
  • Flight time: 5,646 hours in all; 143 in this make and model; 22 in the last 90 days; 3 in the last 30 days; 4,953 as pilot in command
  • Last flight review: October 1, 2012
  • Medical certificate: Class 2 (with waivers/limitations)
  • Seat: frt
  • Injury: no injuries

The aircraft

  • Airframe total time: 6,378 hours
  • Last inspection: annual inspection, August 1, 2013
  • Maximum gross weight: 11,188 lb
  • Seats: 2
  • Landing gear: retractable
  • Engine: Pratt & Witney R4360 (piston); 0 hours total
  • Operator: Sanders Aircraft INC

The flight

  • Departed from: HAF Half Moon Bay CA at 10:30 pm
  • Destination: CA20 Ione CA
  • Flight plan: none
  • Runway 19, 4,000 ft by 100 ft

Injuries

FatalSeriousMinorNone
Flight crew1
Passengers1

Documents from the investigation the NTSB's docket: the evidence folder behind the report

The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check 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/WPR14FA174.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.