Cessna 210 accident near Redding, California, May 20, 2023
On May 20, 2023 at about 4:00 pm local time, a 1960 Cessna 210, registered N9433T, was substantially damaged in an accident during enroute (cruise) near Redding, California (Redding Rgnl airport). It was a personal flight 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
A fuel leak caused by an age-degraded fuel pressure sender hose, which resulted in fuel starvation and a loss of engine power. Contributing to the accident was inadequate maintenance.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 20, 2023 · about 4:00 pm local time
- Place
- Redding, California · Redding Rgnl · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 210, built 1960 · all 210s on the register
- Registration
- N9433T · registry record · serial 57233
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported the airplane lost engine power during cruise flight following a loss of fuel pressure. The pilot was not able to restart the engine by following the emergency procedures; however, he was able to regain partial power in short bursts by engaging the auxiliary fuel pump. He diverted the airplane for landing, but landed short of the runway after the engine lost all power. The right wing and tailcone were substantially damaged during the landing. Although the engine appeared functional, it had a history of water entering the fuel system, and there was evidence of water ingestion and corrosion within those engine components. Additionally, the hose that connected the fuel pressure sender to the fuel controller had broken at the fuel controller fitting. Such a failure in flight would have resulted in the loss of fuel pressure observed by the pilot and a leak in the fuel system that would have caused the engine to lose power. No other anomalies were found with the engine or airframe fuel supply system. The hose was age-degraded, had become hard and brittle, and appeared to have corroded at the fuel controller fitting. The engine and fuel control system did not appear to have been overhauled or replaced in 28 years. Although the manufacturer recommends an overhaul be accomplished every 12 years, there is no requirement under Part 91 operations that the operator abide by the manufacturer’s engine overhaul limits.
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
What happened, in order
- Collision with terrain or object (not controlled flight into terrain) during approach (VFR pattern final)
- Fuel starvation during enroute (cruise)
- Powerplant sys/comp malf/fail during enroute (cruise) defining event
The NTSB's findings
- Aircraft › Fluids/misc hardware › Misc hardware › Hoses and tubes › Not serviced/maintained
- Personnel issues › Task performance › Maintenance › Scheduled/routine maintenance › Maintenance personnel
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 296 hours in all; 194 in this make and model; 10 in the last 90 days; 10 in the last 30 days; 205 as pilot in command
- Last flight review: September 24, 2022
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 4,814.9 hours
- Last inspection: annual inspection, September 18, 2022; 10.7 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470-E17B (piston); 2,498 hours total
The flight
- Departed from: SLE Salem OR at 1:50 pm
- Destination: WLW Willows CA
- Flight plan: VFR
- Runway 16/3, 7,003 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 72°F (22°C), dew point 57°F (14°C)
- Altimeter: 30.03 inHg
- Observation at 8:53 am from KRDD, 2 miles away
Weather report (METAR): KRDD 201553Z 16003KT 10SM CLR 22/14 A3003 RMK AO2 SLP162 T02220144
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
6 documents, released by the NTSB on April 23, 2025. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Memorandum for Record A�� Telephone Interview, Pilot | PDF, 1 page | View Download |
| 3 | Maintenance Logbook Excerpts | PDF, 1 page | View Download |
| 4 | FAA Form 337 Excerpts | PDF, 2 pages | View Download |
| 5 | NTSB Engine and Airframe Examination Report | PDF, 8 pages | View Download |
| 6 | NTSB Fuel Injection System Examination Report | PDF, 6 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number WPR23LA197.