Sunday, October 10, 2021

Cessna P210N Pressurized Centurion Turbine, N128EE: Fatal accident occurred October 08, 2021 at Atlanta-DeKalb Peachtree Airport (KPDK), Chamblee, Georgia

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

Investigator In Charge (IIC): Boggs, Daniel

The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Atlanta, Georgia 
Textron Aviation; Wichita, Kansas
Roll Royce; Indianapolis, Indiana 

Algab Holdings LLC

Location: Atlanta, GA 
Accident Number: ERA22FA009
Date & Time: October 8, 2021, 13:11 Local
Registration: N128EE
Aircraft: Cessna P210 
Injuries: 4 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

On October 8, 2021, about 1311 eastern daylight time, a Cessna P210N, N128EE, was destroyed when it was involved in an accident at Dekalb-Peachtree Airport (PDK), Atlanta, Georgia.

The pilot, and three passengers were fatally injured. 

The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Review of PDK airport security surveillance video revealed that the airplane lifted off about 1,000 ft down runway 21 in a nose-high attitude. 

The airplane then rolled left and reached an inverted attitude before it impacted nose first beside the runway.

The debris area was compact, and the ground scars were consistent with the airplane impacting in a nose first, right wing down attitude.

The fuselage came to rest upright, oriented on a magnetic heading of 245°.

The engine remained attached to the firewall through the tubular engine mount and was heavily fire damaged. 

The propeller was separated from the engine at the propeller gearbox.

One propeller blade remained attached to the propeller and the four other blades fractured off at the hub. 

The cabin and instrument panel were consumed by the postimpact fire.

Both wings were separated from the fuselage and sustained significant postimpact fire damage. 

The tail section was thermally damaged.

Flight control cable continuity was partially established due to multiple separations that displayed signatures consistent with overload separation and postimpact fire damage.

The elevator trim tab actuator was observed in the thermally damaged wreckage with both actuator rods separated. 

The inboard actuator rod measured 1.5 inches extended which correlated to 5° tab down. 

The outboard actuator rod measured 1.7 inches extended which correlated to 5° tab up.

Both trim tab actuator rods were free to rotate.

The six-seat, high-wing, retractable landing gear airplane, serial number P21000133, was manufactured in 1978.

It was originally equipped with a reciprocating engine; however, it was converted to a RollsRoyce 250-B17F/2 turbo shaft 450-horsepower engine, equipped with a five-bladed composite MT propeller. 

Review of maintenance records revealed that the conversion was completed on July 19, 2021. 

At that time, the airframe had accumulated about 1,390 total hours and the engine had accumulated 2.3 hours since overhaul.

The airframe and engine were retained for further examination. 

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N128EE
Model/Series: P210N 
Aircraft Category: Airplane
Amateur Built:
Operating Certificate(s) Held: None
Operator Designator Code:

Meteorological Information and Flight Plan

Conditions at Accident Site: VMC
Condition of Light: Day
Observation Facility, Elevation: KPDK,998 ft msl 
Observation Time: 12:53 Local
Distance from Accident Site: 0 Nautical Miles
Temperature/Dew Point: 26°C /18°C
Lowest Cloud Condition: Few / 3700 ft AGL
Wind Speed/Gusts, Direction: 4 knots / , 300°
Lowest Ceiling: None
Visibility: 10 miles
Altimeter Setting: 30.08 inches Hg 
Type of Flight Plan Filed: VFR
Departure Point: Atlanta, GA
Destination: Houston, TX

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 3 Fatal 
Aircraft Fire: On-ground
Ground Injuries: 
Aircraft Explosion: None
Total Injuries: 4 Fatal
Latitude, Longitude: 33.879326,-84.298784 (est)

Those who may have information that might be relevant to the National Transportation Safety Board (NTSB) investigation may contact them by email, and any friends and family who want to contact investigators about the accident should email You can also call the NTSB Response Operations Center at 844-373-9922 or 202-314-6290.

Mike Andrews of Beasley Allen

"While we cannot ever give the family what they truly want—their daughter—we are hopeful that resolving this case helps by providing our clients answers to the questions they have struggled with regarding the crash," said Mike Andrews of Beasley Allen.

Mike Andrews and Cole Portis of Montgomery, Alabama-based Beasley Allen and Paul Mason of Mason Carter in Peachtree Corners, just north of Atlanta, said they have reached a confidential settlement of a lawsuit filed in DeKalb County State Court by the parents of an executive assistant killed when her boss crashed his private plane near DeKalb-Peachtree Airport in October 2021.

The lawyers represent the family of Lauren Harrington. She was traveling with her boss, businessman Jonathan Rosen, who owned and piloted the plane.

“While we cannot ever give the family what they truly want—their daughter—we are hopeful that resolving this case helps by providing our clients answers to the questions they have struggled with regarding the crash,” said Andrews, who specializes in aviation litigation. “We are grateful to have been able to work for such a deserving family and are thankful for their trust in our work.”

Rosen founded a life insurance premium finance company called Entaire Global One and sold it in 2016 to Columbus-based Synovus Financial Corp. He continued to serve as specialty finance division CEO, according to a statement from Synovus. On the day of the crash, he was headed to Houston with Harrington, who was his longtime assistant. Also on board were his 14-year-old daughter and her 13-year-old friend. No one survived. “Their loss will be painfully felt by so many,” Synovus said at the time.

The named defendants include Rosen’s estate and two companies connected to him and the plane. The defense attorney is Jim Strawinski of Strawinski & Stout in Atlanta. Strawinski did not have an immediate response to messages seeking comment. He has a practice focused on defense of insurance, transportation and aviation cases and is also a former U.S. Air Force pilot.

The complaint in the Harrington case in DeKalb County court alleged Rosen was an inexperienced pilot flying an overloaded plane with a new engine and a just-added supplemental fuel tank. It took off, then crashed and exploded into flames that were fed by the extra fuel.

“This plane started life in a different configuration,” Andrews said. “It started with a piston-driven typical aircraft engine and was modified to carry this Rolls-Royce turbine engine, which is significantly more powerful and was a significant upgrade to the aircraft. All the avionics and the flight display, everything in the cockpit was also modified and upgraded. But the way that it was configured, it had a limited weight and carrying capacity. The issue in the case is not only the fact that it appears it was overloaded beyond its takeoff and landing weight, but most of that weight was concentrated aft of the center of gravity of the aircraft. Most of it was in the tail, or at least aft of the center. That dramatically changes takeoff, flight and landing characteristics.”

Andrews said a more-experienced pilot might have been able to accurately calculate the center of gravity and avoid the overload and even possibly corrected once the plane became unstable upon takeoff. But, sadly, he said, the circumstances of the case seem too familiar.

“This is a case that goes back to the importance of being properly trained and current and certified,” Andrews said.

The lawsuit alleged that Rosen had no more than two hours of flight experience on the newly configured plane and had completed only one day of a five-day training program for it.

Jonathan David Rosen and his daughter, Allison Paige Rosen.

Jonathan David Rosen

Lauren Kate Harrington
Julia Helen Smith
Daniel Boggs, Air Safety Investigator with the National Transportation Safety Board.

Julia Helen Smith

Julia Helen Smith, age 13 1/2, died on October 8, 2021 in a plane accident.

Julia was born March 30, 2008 at Northside Hospital in Atlanta, to Christina and Hunter Smith.

An intelligent, passionate, sharp-witted girl, Julia loved to learn and read. She was ardent about politics and enjoyed discussing social issues. The struggles of the less fortunate were foremost on her mind and she cared deeply about how she could help them. Julia pursued a wide-range of hobbies, including studying French and Spanish, playing tennis and basketball, surfing, and rooting for the Atlanta Falcons. She was an accomplished baker and enjoyed cooking for her family and friends. As a student at Griffin Middle School where she was in 8th grade, she pursued her passion for music, singing in the choir and school chorus, as well as playing both the French horn and the piano. Some of the memories she enjoyed reliving and sharing with gratitude were her family trips to Austria, Germany, France, and Italy. But her great love was the many summer months she spent in Cocoa Beach, Florida learning to surf. She reveled in her time with her many friends and will be deeply missed.

She is survived by her parents, Christina and Hunter; her grandparents, Mason and Hamilton Smith and Beth and Dr. Ken Benson; her aunts and uncles, Catherine and Per Wahlen, Carey and Robert McLaughlin, Rachel and Howard Smith; and her cousins, Emma, Alex, Elise, Cameron, Hamilton, Genevieve, and Isabel, as well as her beloved cat, Hazel B.

A memorial service will be held at St. Benedict's Episcopal Church in Smyrna at 10:30 AM on Saturday, October 16, 2021 followed by a reception at the Taylor-Brawner House in Smyrna at noon. Church protocol required masks. Because space in the church is limited, the family asks that those who did not know Julia personally but would like to offer their love and care watch the livestream of the service and attend the reception. The service will livestream from the church website. In lieu of flowers, donations may be made to St. Jude Children's Research Hospital.

A service was held Wednesday morning to honor the lives of Dunwoody residents Jonathan Rosen and his daughter, Allie.

Rosen, 47, and his 14-year-old daughter were among four people killed in an airplane crash at DeKalb-Peachtree Airport on Friday.

Rabbi Brad Levenberg of Temple Sinai officiated the service at Arlington Memorial Park in Sandy Springs.

“No explanation can soften our lament,” Levenberg said. “We find ourselves still in utter disbelief. [We] search for words to feel the pain away, that as we all know, do not exist.”

Rosen’s brother, Seth Rosen, spoke at the service.

“He was a beautiful father, brother, husband and friend who loved his wife, Jill, and worshiped his [daughters] Allie and Gabby. He talked endlessly about their accomplishments and his love for them,” he said. “His beautiful and generous spirit is too big to be adequately captured in a eulogy.”

Rosen was the CEO of Dunwoody-based Entaire Global Companies Inc., a financial services company that was acquired by Synovus Bank. He was also founder of the Dunwoody-based Jonathan Rosen Foundation, which provides financial literacy classes to teenagers.

“My brother accomplished so much. He soared to great heights,” Seth said. “He always aspired to be better, never settled and he never allowed himself to stand still … I ask you honor the memory of my brother by remembering the gifts he gave you. Aspire to be great. Lead others. Be generous. Persevere.”

Gabby, Rosen’s daughter, spoke next, focusing on her sister Allie, who was an eighth grader at Peachtree Middle School.

“Many of you know my father for the massive mark he made,” Gabby said. “Allie didn’t have enough time to make her mark. Well, fully make her mark. She was a climber, a record-holding weightlifter, and a pilot in training. She had so many friends … Both Allie and my dad were amazing people who deserve every bit of recognition they will get today. Even though their time was short, they touched so many people, and that’s what really matters.”

Lauren Harrington, 42, and Julia Smith, 13, were also killed in the crash. Harrington was a “loyal friend and assistant, having worked closely with Jonathan D. Rosen for 20 years, helping him grow his business until its acquisition by Synovus Bank in 2016,” says her obituary.

A private service will be held for Harrington at the H.M. Patterson & Son Arlington Chapel in Sandy Springs.

An investigator with the National Transportation Safety Board on Sunday said that a preliminary report about the plane crash should be complete within 14 days.

An effort is underway in Dunwoody to remember the Rosens by placing white ribbons outside homes and businesses.

Lauren Kate Harrington
MAY 19, 1979 – OCTOBER 8, 2021

A beloved daughter and sister, and great friend to many, Lauren Kate Harrington, 42, passed away on October 8, 2021. Born on May 19, 1979 in Worcester, Ma, Lauren grew up in Massachusetts, relocating later to North Carolina where she attended UNC-Greensboro. After college, Lauren moved to Atlanta in 1999. Ms. Harrington was an avid world traveler, having visited numerous countries on several continents, where she enthusiastically pursued new experiences and developed friendships with new people. Lauren’s love of her two cats, Roxy and Flynn was legendary, as was the time and effort she spent volunteering with various animal-focused charities in the greater Atlanta area. Lauren enjoyed experiencing new restaurants with friends, cooking, strength-training, and watching movies. Lauren was a loyal friend and assistant, having worked closely with Jonathan D. Rosen for 20 years, helping him grow his business until its acquisition by Synovus Bank in 2016. Lauren is survived by her Mother - Adrienne, her Father – Daniel and his partner Susan Rodburg, her sister - Brooke and her brother – Timothy and his wife Lenora, and nephews, Liama, and Zack, and will be missed deeply by friends and family alike. A private service will be held for Lauren at the HM Patterson & Son Arlington Chapel in Sandy Springs, GA. Donations in honor of Lauren’s memory can be made to Furkids.

Two children and two adults were killed Friday afternoon when a small aircraft crashed and burst into flames at DeKalb-Peachtree Airport, the DeKalb medical examiner’s office confirmed Monday.

Jonathan Rosen, 47, the plane’s pilot and owner, died in the crash, as did his 14-year-old daughter Allison. Lauren Harrington, 42, and Julia Smith, 13, were also on the plane, according to the medical examiner’s office. There were no survivors.

Daniel Boggs, air safety investigator for the National Transportation Safety Board who is leading the probe of the crash, said Sunday that he believed the passengers were on a personal family trip to Houston.

NTSB was on the ground at DeKalb-Peachtree over the weekend investigating the cause of the crash, interviewing witnesses and air traffic control tower workers and collecting videos. Officials from the independent agency, which is tasked with probing every civil aviation accident in the country and issuing safety recommendations, will likely be on site for two or three more days, Boggs said Sunday.

“We’ll be looking at the weight of the aircraft. We’ll be looking at the engine,” he said. “We’ll be looking at the servicing. We’ll be looking at the qualifications of the pilot.”

Later Sunday, a salvaging company was expected to move the remains of the aircraft to a secure facility, where NTSB officials will dissect the surviving components of the plane. It will be particularly difficult because the fire damage was so extensive, Boggs said.

Unlike larger and commercial aircraft, small personal planes don’t have black boxes or cockpit voice recorders that can shed light on the cause of crashes. Some smaller planes do feature boxes that show how the aircraft’s engines were running.

“We’re going to look at that but there’s so much fire damage we don’t think we’re going to get any usable data off of that,” Boggs said.

The 1978, six-seater Cessna P210N Centurion aircraft crashed at about 1:10 p.m. Friday. Cellphone video appeared to show the crash near the runway seconds after takeoff and a large plume of black smoke ascending from the plane’s charred remains.

Boggs said the aircraft was recently modified from a Continental engine to a Rolls Royce turbine engine. The plane was outfitted with an additional tank that was full of fuel, which explains the intensity of the fire, he added. NTSB is waiting for additional paperwork about the modification.

Boggs said he did not believe the weather was a factor in the crash.

NTSB plans to issue a preliminary report in 14 days, according to Boggs. A final assessment will be published in 12 to 18 months.

Rosen was CEO of Entaire Global Companies and founded a family foundation that teaches financial literacy skills to teenagers. His daughter was an eighth-grader at Peachtree Middle School who enjoyed rock climbing and weightlifting, according to her obituary. More information about Harrington and Smith was not immediately available.

Located in northeastern DeKalb less than 10 miles from downtown Atlanta, DeKalb-Peachtree Airport is the state’s second busiest behind Hartsfield-Jackson, with roughly 209,000 annual takeoffs and landings.

The airport and DeKalb County government issued a joint statement Monday thanking first responders and expressing condolences to the families who lost their loved ones in the crash. The statement was also read at an airport advisory board meeting Monday afternoon. Airport Director Mario Evans declined to discuss the crash further pending findings from the investigation.


  1. Very sad to see this. If this Cessna P210 did in fact have a turbine conversion, could it have possibly been miss fueled with 100LL? Sincere condolences to all of the families and friends associated with the victims. Hopefully, the NTSB will have a initial report soon.

    1. It will fly on 100LL, doesn't work the other way around though.

    2. Turbines mis-fueled with gasoline will run, but looking at this photo of the accident aircraft's purpose-built instrument panel, there should have been lots of out of tolerance indications being displayed for a significant ratio of gasoline mis-fueling:

      Markings at fuel ports didn't prevent other mis-fueling events, but here is a photo showing one of the accident aircraft's fuel port markings:

      There are a few seconds of low-res video of the crash shown at the 48 second mark in a report on the crash. Hard to tell much from it.

    3. Possible misfueld. But the situation can be recoverd by lowering nose. Stall is initiated by exceeding critical angle of attack. Possible medical situation.

    4. Can't get the nose down if Aft CG out of limits. See report on 2012 Belgium Silver Eagle Aft CG crash in comments down thread..

  2. Having seen the video of this accident, it looks similar to another crash that involved a seat that slid back on the rails. Once that happens, it can go south very quickly.

  3. This accident happened when families were out with their kids at the sky park and eating at the Downwind restaurant which overlooks the runways. Plenty of people witnessed this tragedy. One witness, a pilot or mechanic, can't remember which while being interviewed by one of the local Atlanta network news affiliates, stated the aircraft on takeoff pitched up way too high and then stall-spun in. That hopefully means the occupants were deceased before the fire set in. There are video cameras all over that airport so the entire event was caught on camera to be sure. It is unlikely anyone caught it in process on their cell phones as this is one busy GA airport (second busiest in Georgia).

    RIP and condolences to the families, friends, and associates.

    1. Very sad crash. Gorgeous airplane and people. Avgas had nothing, nothing, to do with this, The best guess I have seen so far is that the seat slid back and the pilot lost control.

    2. Pilot seat slid back or aft CG or trim/elevator problem. There were only a couple of hours since the turbine engine was installed. It had an aft auxiliary fuel tank in the baggage compartment. I wonder if it had been test-flown with passengers in the aft seats and full fuel in the aux tank. I know there would have been a Weight and Balance done for the STC and possibly for this trip but there could have been an miscalculation. Worth looking at. Anyway, RIP. Sounded like fine people.

  4. Too much "Talk" from everyone. From the Anonymous to the so called "Idiots" let's let things run their course Condolences to the family

    1. I disagree. I think too much talk from everyone is a good thing. Just by merely participating in a dialog about an airplane accident will lead to better and safer pilots. Shutting down this discourse is like repressing a painful memory. It's not good. Added to that, waiting a year or two for the NTSB to release information is a year or two too late, where pilots have learned nothing. Then turning aviation forums into memorials for accident victims and shutting down debate because a family member maybe feel offended. I believe in your in mind you think you are being kind. But on the other hand you are being less safe and stopping others from being safer. That is not kind.

    2. I agree; flew a 182RG and then a Mooney Ovation for 10 years; I read eagerly about every accident to see what -- if anything -- I can learn, to manage and avoid risk.

      No idea what happened here. Sounds/looks like a control issue, or medical issue? Even if you mess up a landing or takeoff very badly, it's hard to believe that you can mess it up so badly.

    3. Why come to this web site if you don't like the content!
      It was never meant to solely be a memorial web site!!!

    4. That's how we learn. Sorry you aren't truly interested in aviation. For some of us, it is our life and discussing accidents is what keeps us alive.

  5. From a review of the AC: "The Silver Eagle requires lots of right rudder on takeoff and a rudder trim adjustment for every 10-knot increase in airspeed. Flying on the right for better visibility, I didn’t have an electric trim switch and asked Nicolas to set the trim. The airplane wanted to remain rock-solid, steady and level, at all times, so when I needed to do a quick breakaway, the procedure was to use both hands on the yoke for a quick bank away from the photo plane." I'm guessing but I've never seen any AC with rudder trim on the yoke so even in the left seat adding more rudder trim would have you take your right hand off the yoke to either spin a wheel or activate a switch, that hand no longer able to pull power back if the torque was too much. Of course you might ask why you need to adjust trim? Every AC I flew, B767 and others on down to SEL could be controlled in asymmetric flight without trimming the rudder. It just made it easier to take some/all pressure off. Something sounds strange about this "two hands" thing.

    1. Flew a Silver Eagle, a ferry flight from Florida to San Diego. I found it to be a handful at takeoff, lots of torque out of that RR turbine. Looking at the camera footage, could be an aft CG issue coupled with a low speed torque roll.
      In any case, my sincerest condolences to the family and friends of these fine people. Rest In Peace.

    2. Just an inexperienced pilot who had no experience in even an airplane as big and heavy as a 210. They do feel heavy on the controls. But you're right. As you know, on any aircraft there would have been no type approval if it was that difficult to handle.

  6. For those interested in looking at Silver Eagle weight and balance, NTSB's investigation SEA05FA201 report and docket files provide useful info captured in a 2005 investigation:


    POH Excerpts:

    Installed equipment list/weight/arm:

    Docket link:

    1. A 2012 Silver Eagle accident exceeded allowable aft CG limits with fuel fuel (including the aft baggage tank), pilot plus one adult, 3 children of ages 3, 6 and 7 and baggage, as detailed on page 33 &34 of the Belgium Air Accident Investigation Unit's pdf report (linked below).

      Useful load is 516 lbs on the long range version of the Silver Eagle that has 148.3 gallon of fuel capacity with all five tanks filled, according to an O&N representative's 2008 useful load post in the performance section of the forum.

      Belgium's report on the 2012 Aft CG accident:

    2. Seems those four passengers alone would likely have put them near max weight regardless of baggage they had on board as well. And with an extra fuel tank?

      Maybe as simple as exceeding weight limits?

    3. The build pages for N128EE's conversion showed it having the aft baggage tank, which is the fifth tank. The 516 lb useful load is the number for Pax + bags when all five tanks are full,

    4. Based on the grainy video available and the witnesses confirming an abrupt pitchup on takeoff, it's more likely a CG exceeding aft limit issue. That bird could easily take off a few hundred pounds overweight in normal CG configuration.

    5. Agree on aft CG out of limits being likely. No baggage at all is allowed in the aft baggage compartment if the baggage tank is full.

      That is well explained in the Belgium accident report.

    6. The M600 Malibu Can take 4 Pax and full fuel
      No tricky CG problems or torq problems

    7. M600 fandom apparently doesn't include awareness of the ongoing NTSB investigation of M600 loss of directional control while landing. Tricky landing one if you are not just doing it in Microsoft Flight Sim.

  7. NTSB = The BEST aviation accident analysis in the world. Thank you, Mr. Boggs, for your dedication to aviation safety!

  8. Seems like I read somewhere that they also had a large Labrador dog onboard. Adding even more weight to this, what appears to be, already overweight airplane. If his rear tank was full then I’m leaning toward aft CG issue.

    1. Yes. I was thinking of this as an option when I first read the description of the incident but the more I read of the aircraft and how it seemed to be loaded, the more I think that is the number one consideration. Too often when a pilot gets into a new and larger, more powerful aircraft they overestimate its abilities.

    2. There was no dog on board. This was incorrectly reported. Pilot transported a dog on other occasions, but not this time.

  9. I am sure they will look at misfuelling with Avgas. The picture of the fire shows black smoke indicating oily jet-A. However the intense fire might indicate gasoline... or a mix of gasoline and Jet-A? Anyway heart breaking loss of whole family.

    1. Type and contamination of the fuel both in the aircraft and in any fueling station tank that fueled the aircraft is always checked in an accident investigation.

  10. What's the point of a turbine conversion if you can't carry two adults and two kids with a bit of luggage?

    1. ...and completely filling all the fuel tanks to a max total capacity of 149.8 gallons and a 100 lb dog? With the rear tank filled with fuel, the max allowed weight in the baggage compartment is zero. If you want to carry 4 people and luggage, don't fill the rear tank.

    2. It appears that the "normal" range pressurized turbine version with 106 gallons (kerosene!) full fuel ~733 lbs has almost 3-times the range 950/1,140 vs 340/550 (normal/max) of the piston at full fuel (avgas!) 534 lbs and about the same remaining payload of ~800 lbs.
      So the turbine conversion gives one more range and better performance at otherwise almost identical weights/loads (~2,400+1,600 T/~2,600+1,400 P) and the long-range version just trades some payload for even more fuel.
      In order to fill every seat and some baggage (6 x (175+15 lbs) = 1,140 lbs) on the turbine version one has to leave behind some fuel but it then still has more range with the remaining 460 lbs/68 gal than a full fuel piston one!
      Not sure about W&B restrictions, though, and one has to consider a MLW of 3,800 lbs, 200 lbs below MTOW of 4,000 lbs for all versions.

  11. "Cessna P210 Centurion. The loading envelope is so broad and forgiving that it’s extremely difficult to louse up CG calculations. In fact, the P210 flier is more likely to find himself loaded out the front end of the center-of-gravity envelope rather than the rear, particularly on well-equipped airplanes." @ avweb and aviationconsumer

    1. That’s a reasonable statement for an airplane equipped with the original Continental motor but the Allison 250 weighs approximately 200 lbs less than the Continental which has a dramatic effect on CG. Most SE turbines have a long snout to move the CG forward but it doesn’t seem to be the case with the P210 conversion, probably for aesthetics. If indeed there is a fuel tank in the baggage area and it contains (much heavier) JET-A then a severely aft CG is a distinct possibility. Gotta be very careful when operating conversion airplanes, they don’t necessarily have the characteristics of the original design.

    2. Operating in accordance with the pilot operating handbook provided by the conversion company is the first step toward safe use.

      The converted aircraft was not experimental. All modifications were on approved STC's, the POH provided the revised W&B info and there were placard warnings about baggage vs. fuel. The Belgium accident report shows what happens when a pilot ignores POH, W&B and placards.

    3. Jet-A weighs 6.7 lbs per gallon, avgas 6 lbs per gallon. While it's about 12% heavier, I wouldn't call that "much heavier". The increased density is simply from more carbon (and hydrogen) molecules providing more to burn, more chemical energy than avgas has per volume.

    4. I hadn’t thought about the fact of the lighter engine without an extension. That would certainly complicate the CG issues on the plane.

      No doubt that the ‘broad and forgiving’ CG envelope of the original aircraft made the modification without the extension possible. Just delete ‘broad and forgiving’ after the mod.

    5. Very true. The normal T-210 aircraft is extremely forgiving regarding weight and balance and even gross weight. An amazing airplane. But putting 500# of fuel in the very rear of the aircraft change that equation drastically, especially with bags back there.

  12. CG is one thing. But all of the torque that that engine produces...... Maybe the rudder trim wasn't set properly? Things happened really fast here. The events went faster than the response to them. RIP all.

    1. With an aft CG the arm between the rudder and the vertical axis is reduced making the rudder less effective hence the roll to the left due to the high torque.

  13. Whatever caused this tragedy, the resulting grief can never be undone. I'm so sorry for all involved.

  14. The investigation found "The inboard actuator rod measured 1.5 inches extended which correlated to 5° tab down. The outboard actuator rod measured 1.7 inches extended which correlated to 5° tab up. Both trim tab actuator rods were free to rotate." The most likely explanation is that the aircraft trim was set for landing with an empty baggage tank and a single pilot (fwd CG). Then took off again with 3 PAX and a full aft tank (aft CG) withouth the pilot resetting the trim to takeoff position. P210N trim will overpower the pilot if not set correctly so overlooking the trim position in preflight could explain this crash.

    1. I flew this airplane for many years in its previous life before it was converted to turbine power. It was a pussycat to fly and a very safe and capable flying machine. Because of its Robertson STOL kit, it could follow a Cessna 172 around the pattern without catching up. There was a big difference between flying it with a full load of passengers versus one in the front seat. If it was even a little bit out of trim on takeoff with all seats filled, it could be a surprising handful for a pilot who was not experienced with it. If it was loaded over its maximum gross weight and outside the rear center of gravity limit, and then trimmed incorrectly to boot as the facts seem to suggest, then in my experience it would have been uncontrollable.

  15. May be a cross controlled stall. Lots of right rudder needed on takeoff because of P-factor. Much more than in the recip version. If an attempt to control the left drift with right aileron occurred it would be consistent with with the aircraft rolling and going nose down - essentially entering a spin. A cross control stall is only demonstrated on a CFI certification.