There is almost no airplane-model without accidents or incidents. The list of accidents regarding the Silver Eagle is very short, despite the fact that it is a Turboprop flown mainly by private pilots. If you have a new case, feel free to inform us. We are collecting all the results of the investigation reports.

N128EE    2021

A very tragic case. The owner just bought his Silver Eagle a few months ago and crashed after take-off. Have a look an the final report.

NTSB Final Report N128EE
Report_ERA22FA009_104077_4_10_2024 2_07_
Adobe Acrobat Document 738.8 KB

Preliminary report is online:

N210BA     2019

N210BA was an Owner of our Association. Luckily he and his wife survived this accident. Icing conditions are dangerous for every airplane. The Silver Eagle has a pretty good deicing case you are going to use them. Be aware: As soon you are entering visible moisture below 5 C, put your deicing equipment on. Thanks to Oliver Probert from the ATSB for sharing the final report with us!

Forced landing short of the runway followed engine failure due to ice ingestion during flight in icing conditions


Key points:

  • Flight was planned and conducted through forecast icing conditions;
  • Ice accumulated on the aircraft, leading to engine failure;
  • Unable to restart the engine, the pilot conducted a glide toward Moruya Airport for an attempted landing, but collided with terrain nearby;

The forced landing of a turbine-powered Cessna 210 about 560 metres short of the runway threshold following an engine failure from flight in icing conditions highlights the importance of proper pre-flight planning, according to an ATSB investigation.

The US-registered Cessna P210N Silver Eagle, a pressurised Cessna P210N re-engined with a Rolls-Royce M250 turbine, had departed Sydney’s Bankstown Airport for a private flight under instrument flight rules to Hobart’s Cambridge Airport on 19 December 2019. The pilot and a single passenger were onboard.

The flight was planned and conducted through forecast icing conditions although the aircraft was not certified or equipped for flight in known icing. It entered icing conditions about half an hour into the flight, shortly after reaching the cruise altitude of about 18,000 ft.

“Flight through icing conditions for an extended period resulted in significant accumulation of ice on the airframe,” ATSB Director Transport Safety Stuart Macleod said.

The pilot continued to operate in icing conditions for an extended period of time before exiting those conditions and descending to 16,000 ft. Subsequently, the pilot deactivated the propeller de-ice and engine ice-protection systems, which in turn led to a flameout from ice ingestion.

“Attempts to restart the engine were unsuccessful, most probably because of a phenomenon known as rotor lock – where rapid and differential cooling of the engine’s components temporarily prevents it from rotating,” Mr Macleod explained.

Without engine power, the pilot conducted a glide approach towards Moruya Airport on the New South Wales South Coast.

“While the pilot was able to get near the airport, the subsequent manoeuvring compromised the ability to remain visual with the airport and assess the glide approach, resulting in the aircraft being too low to reach the most appropriate runway,” Mr Macleod said.

“Subsequent distraction led to a misjudged approach to the remaining runway options.”

The aircraft impacted terrain about 560 m north of the runway threshold, and was destroyed. The pilot was seriously injured, and the passenger sustained minor injuries.

“This investigation highlights that thorough knowledge of an aircraft’s limitations and systems, in combination with an understanding of hazardous weather and aviation meteorological products, is critical to safe and effective flight operations,” said Mr Macleod.

“Icing conditions can be extremely hazardous to aircraft. Every icing encounter, to some extent, is unique and unpredictable.”

Mr Macleod stressed that pilots should carefully evaluate all available relevant meteorological information when determining whether icing conditions are likely along the planned flight path.

“Where the aircraft is not certified or equipped to operate in icing conditions, any ice-protection systems on the airframe, propeller, or engine should be regarded as a means to provide time to exit unexpected icing conditions, not to continue to operate in those conditions.”

In addition, the ATSB investigation emphasises that practice and proficiency in simulated forced landings and power-off approaches can improve the likelihood of successfully managing emergency situations.

“Although forced landings can occur in a variety of circumstances, in general, pilots should focus on remaining visual with the intended landing area in order to accurately assess the aircraft’s performance in glide, and reach key decision points to refine the course of action,” Mr Macleod said.

The investigation also identified a number of other factors associated with pre‑flight preparation and the operation of the aircraft and its systems.

Finally, the ATSB also found that the seatbelts and shoulder harnesses worn by the pilot and passenger probably reduced the extent of their injuries, and the prompt attendance of nearby paramedics further reduced their risk.

Read the report: Engine failure and collision with terrain involving Cessna P210N, N210BA Near Moruya Airport, New South Wales, on 19 December 2019

N731LT      2018

Gear Up landing



N234JK      2010

The Cessna was attempting to take off when it drifted left and veered off the runway, landing on its roof in a dirt field, about 50 yards away from Chapin Field Airport (K1B8), NY. Both occupants escaped unhurt.



N6593W    2005

N6593W is an almost unbelievable case. The OwnerPilot departed on a short grass-field and hit a tree after take-off. He lost almost 4 feet of his left wing and a part of his aileron. The incredible thing is, that he continued his flight for another 2 hours and landed without any problem. A true proof of the bullet-proof stability of this plane.

Accident Report N6593W
Adobe Acrobat Document 491.0 KB

N240PW     2013

A very sad accident. The plane was overloaded. The plane was not de-iced and the pilot was not able to understand that he flew the plane on the back side of the power curve. If you make so many mistakes, no plane can save you...

N240PW Accident Report
Adobe Acrobat Document 2.3 MB

N45SE       2005

An accident on a short field take-off. The report doesn't provide an answer. The compressor, hot section, gearbox and governor was fine. Nevertheless a witness stated:  "the motor sounded like a boat cavitating". I had this sound once, after refueling in Luang Prabang, Laos. The Fuel was contaminated. We saw it on the run-up. Instead departing immediately, we let the engine run for 5 min. After that, all was fine. I know, that especially on turbines we are not always making a fuel sump check. Be aware that water can cause a significant power loss, especially on departure. If you are departing on a short field, there is no margin left.


N450M              2001

An in-flight turbine failure. I was first very surprised in reading the head-line. How can such a reliable turbine fail? If you read the history of the plane you get the answer. The plane had a substantial accident. It hit a tree and and a gear-up landing. Obviously something went terribly wrong during the engine overhaul. Very sad to see how an improper assembly during the overhaul destroyed the engine.



N50MC           2011

A very sad accident. Especially because children have been involved. Out of my experience the Silver Eagle deals pretty well with turbulences. Dealing with severe turbulences in IMC is always a challenge, for every plane and pilot. It needs your full attention!


Toxicological testing by the FAA Civil Aeronautical Medical Institute detected Nortriptyline in the pilot's liver.The most common side effects include dry mouth, sedation, constipation, increased appetite, blurred vision and tinnitus. Flying with Nortriptyline is a no-go! Never fly when you are under medication!!!!