Cessna 210D accident near Shaw, Mississippi, April 28, 1984
On April 28, 1984 at about 4:40 pm local time, a Cessna 210D, registered N3882Y, was substantially damaged in an accident near Shaw, Mississippi. It was an aerial observation flight under general aviation rules (Part 91). 1 person had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 28, 1984 · about 4:40 pm local time
- Place
- Shaw, Mississippi · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 210D · all 210Ds on the register
- Registration
- N3882Y · no longer on the register · serial 21058382
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFT WAS LANDED GEAR UP IN A PRECAUTIONARY LANDING AFTER A CONTROL DIFFICULTY IN FLT. ON BASE LEG A LOUD BANG WAS HEARD AND THE ACFT STARTED TO ROLL RIGHT. CONTROL FORCES WERE HEAVY SO THE OTHER PLT IN THE FRONT SEAT TRIED TO HELP ON THE CONTROLS. THEY THOUGHT THE AILERONS HAD FAILED, THEN THE PLT NOTICED RIGHT FLAP WAS UP SO HE STARTED TO RAISE THE FLAPS. HE SAID THE OTHER PLTS INPUTS CONFUSED AND ALARMED HIM SO HE GAVE IN TO THE PLEAS OF THE PASSENGERS TO 'PUT IT ONTHE GROUND'. HE RAISED THE GEAR AND TOUCHED DOWN BEFORE THE GEAR WAS FULLY UP ON PLOWED GROUND. THE ACFT SLID 200 FT ANDNOSED OVER. INVESTIGATION REVEALED THAT THE ONLY CONTROL PROBLEM WAS THE FAILED PUSH-PULL ROD (CESSNA P/N 120058-2) ON THE RIGHT FLAP. THEY FAILED IN OVERLOAD WITH A RUSTED FRACTURE SURFACE ON ONE WHICH INDICATED SOME PREVIOUS DAMAGE. THESE RODS WERE IN SERVICE 2040 HOURS. THE MOST RECENT INSPECTION WAS AN ANNUAL 19 TACH HOURS PRIOR TO 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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 13,250 hours in all; 300 in this make and model; 30 in the last 90 days; 13,250 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,840 hours
- Last inspection: annual inspection, September 28, 1983; 19 hours since
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-A5B (piston); 0 hours total
The flight
- Departed from: Shaw MS at 4:15 pm
- Flight plan: none
- Runway 0
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 140° at 5 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 3,000 ft; scat at 1,500 ft
- Temperature: 72°F (22°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 4:50 pm from GWO, 45 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.