# NTSB NYC00LA052: Cessna P210N, N450M, Greenwood, DE, December 15, 1999 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: December 15, 1999, 07:25 local (12:25 UTC) - Place: Greenwood, DE - Coordinates: 38.800216, -75.589485 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=38.8002&lon=-75.5895&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report November 30, 2000 - Report: Approved by Office Director - NTSB case key (mKey): 48348 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC00LA052 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/48348/pdf - Page: https://openairdocs.org/ntsb/NYC00LA052 ## Probable cause the failure of the pilot to use full power for takeoff, which resulted in not obtaining a positive rate of climb and the inadvertent collision with trees. A factor was the fog. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - In flight collision with object, takeoff - initial climb - weather condition - fog (contributing factor) - throttle/power control - improper use of, pilot in command (cause) - proper climb rate - not obtained/maintained, pilot in command - descent - inadvertent, pilot in command - object - tree(s) ## Analysis The pilot made an IFR departure from an uncontrolled turf runway with a soft surface. He initiated the takeoff with full power, and then the airplane swerved left. He reduced power, regained directional control and re-added power, however, he did not check the power setting. After becoming airborne, the airplane initially climbed out of ground effect and then settled into trees off the departure end of the runway. Passing through trees, the engine lost power, and the pilot landed gear up in an open field. The pilot reported that visibility was about 1/2 to 3/4 of a mile at the time, and the ceiling was about 100 feet. ## Factual narrative On December 15, 1999, about 0725 eastern standard time, a Cessna P210N, N450M, was substantially damaged while departing from Sugar Hill Airport, Greenwood, Delaware. The certificated private pilot and passenger were not injured. Instrument meteorological conditions prevailed for the personal flight, and an instrument flight rules (IFR) flight plan had been filed for the flight that was conducted under 14 CFR Part 91. The airplane had been modified with the installation of an Allison B17F turbine engine which developed 420 horse power. In a telephone interview, the pilot reported that the ground visibility was about 1/2 to 3/4 of a mile. He set the wing flaps at 20 degrees for takeoff because the runway was soft. During the ground roll with full power applied, the airplane drifted left, and he reduced power to regain directional control. After directional control was regained, power was added, but at a reduced level. After becoming airborne, he was distracted from the climb attitude of the airplane when he retracted the wing flaps and landing gear, and the airplane settled into trees. According to a written statement from the pilot: "...After departure failed to establish and maintain positive rate of climb. After retracting gear lost altitude and hit trees. Engine quite [after hitting trees], made sharp turn to left and attempted to keep airplane from stalling. Cleared power lines and irrigation system and belly landed plane." In a follow-up telephone interview, the pilot reported he always used full power as defined by the red line on the torque or temperature gage for takeoff. He would normally use 10 degrees of flaps for takeoff. On the accident flight, he had the flaps set at 20 degrees due to the softness of the field. He initially set full power for takeoff; however, he was unable to maintain directional control and reduced the power. When he reset the power, he did not visually check the setting. After the airplane became airborne he immediately transferred his focus to the flight instruments as he immediately entered instrument meteorological conditions. He never rechecked the power setting after resetting the power. In addition, the pilot explained that he was used to using a small ear piece for listening to the radios, and probably would have detected the lower than normal power setting. However, he had recently switched to a full ear cover head set and did not detect the lower than normal power setting. The FAA Inspector also reported the leading edges of both wings were damaged, but the damage did not go back to the spar. Both horizontal stabilizers had also received leading edge damage and were pushed rearward. The closest weather reporting facility was Sussex County Airport (GED), Georgetown, Delaware, which was located 12 miles southeast of the departure airport. Between 0715, and 0737, there were three observations. The ceiling was 300 feet overcast each time, and the visibility varied between 1 1/4 miles and 3/4 miles. The winds varied between calm and from the northwest at 5 knots or less. According to the pilot, he had accumulated 4,500 hours of flight experience with 1,110 in make and model, and had flown 36.2 hours in the preceding 90 days, which included 19 hours of instrument time. ## Aircraft - Registration: [N450M](https://openairdocs.org/deregistered/N450M-2018-01-23), registration cancelled 2018-01-23, S/N P21000631, built 1980 (OpenAirDocs) - Reported make and model: Cessna P210N - Registry model: [Cessna P210N](https://openairdocs.org/model/cessna-p210n) (registry code 2073454) (OpenAirDocs) - Registry engine: [Continental TSIO-520 series](https://openairdocs.org/engine/continental-tsio-520-series) (registry code 17040, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: P21000631 - Engines: Allison 250 B17F turbo prop - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Merle L. Embleton - Registered owner: Imperial Sales Inc. - Airworthiness certificate: Standard, Normal - Last inspection: Annual, February 1, 1999, 110 hours before - Destination: HRJ, HARNETT, NC - Flight plan: IFR - Airport: DE17, Sugar Hill Airport, runway 21, 2,300 × 100 ft, grass/turf ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 63; private; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: left; flight hours: 4,500 total, 1,110 in this make and model, 4,500 as pilot in command, 36 in the last 90 days, 12 in the last 30 days ## Weather - Conditions: Instrument (IMC), Day - Wind: calm - Visibility: 1 statute miles - Lowest ceiling: 300 ft overcast - Temperature: 41 °F, dew point 41 °F - Altimeter: 30.00 inHg - Observed at: GED, 12 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19991215044969A](https://openairdocs.org/incident/19991215044969A), Dec 15, 1999: Cessna P210N, Bridgeville, DE, No damage. (-23) The a/c struck trees on departure from a rain soaked grass runway. The weather was reported by the nearest fss to be 800 feet overcast and 1 mile… ## Other investigations on N450M (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB NYC01FA141](https://openairdocs.org/ntsb/NYC01FA141), Jun 11, 2001: Cessna P210N (N450M), Honesdale, PA, destroyed, 3 fatal. Probable cause: An improperly manufactured torquemeter gearshaft assembly, which resulted in gearshaft assembly failure, an N2 overspeed, and a subsequent uncontained engine failure. From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.