Cessna T210M accident near Murfreesboro, Tennessee, January 29, 2006
On January 29, 2006 at about 8:45 pm local time, a Cessna T210M, registered N761ZV, was destroyed in an accident near Murfreesboro, Tennessee (Murfreesboro Muni airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to maintain airplane control during a precautionary landing following a reported failure (undetermined) of the elevator trim control system.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 29, 2006 · about 8:45 pm local time
- Place
- Murfreesboro, Tennessee · Murfreesboro Muni · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210M · all T210Ms on the register
- Registration
- N761ZV · no longer on the register · serial 21062657
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the controller, at 1445 the pilot radioed the tower and reported, "He was having problems with the trim, and was going to return to the airport". The pilot also reported "that he had to apply a lot of back pressure on the yoke, and the electric trims were not working". The controller requested a position report, and the pilot advised him that he was south of MBT. The pilot asked what runways were available at MBT, and the controller informed him "18-36". The pilot replied, "Yeah I'm going for that". No further radio transmissions were received from the pilot. Witnesses on the ground reported seeing the airplane flying "erratic", and "porpoising". The airplane collided with the ground approximately 300 yards short of runway 18 at MBT. A post-crash fire consumed the cockpit area aft of the firewall, cabin, and inboard portion of the left wing. The tailcone and all the aerodynamic surfaces of the empennage were also consumed by post-crash fire. Examination of the elevator trim actuator and electrical trim revealed they were heavily damaged by post-impact fire. Examination of the electric trim control assembly showed it had sustained post-crash fire damage and that it was not possible to determine if the assembly was operational at the time of the accident.
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
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,000 hours in all
- Last flight review: July 1, 2004
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 2,698.2 hours
- Last inspection: annual inspection, January 1, 2006
- Maximum gross weight: 3,600 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-520 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: MQY Smyrna TN at 8:20 pm
- Destination: MBT Murfreesboro TN
- Flight plan: none
- Runway 18, 3,898 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 250° at 12 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 5,500 ft
- Temperature: 63°F (17°C), dew point 36°F (2°C)
- Altimeter: 29.79 inHg
- Observation at 8:53 pm from KBNA, 21 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
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 never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.