Cessna T210L accident near Thomson, Georgia, July 1, 1988
On July 1, 1988 at about 10:50 pm local time, a Cessna T210L, registered N29238, was substantially damaged in an accident near Thomson, Georgia. It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. 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
- July 1, 1988 · about 10:50 pm local time
- Place
- Thomson, Georgia · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210L · all T210Ls on the register
- Registration
- N29238 · no longer on the register · serial 21059839
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT REPORTED THAT THE ENGINE LOST PWR ABOUT 20 MILES FROM THE ARPT WHERE HE HAD INTENDED TO REFUEL. THE AIRPLANE SUBSEQUENTLY COLLIDED WITH UTILITY WIRES AS HE WAS ATTEMPTING TO LAND ON A HWY. THE PLT ATTRIBUTED THE PWR LOSS TO FUEL EXHAUSTION. POSTCRASH EXAM OF THE AIRPLANE BY A MECH REVEALED ONLY TRACE AMOUNTS OF FUEL REMAINING ON BOARD. THE PLT NOTED THAT HE HAD TOPPED OFF THE FUEL TANKS PRIOR TO DEPARTURE; THIS SHOULD HAVE GIVEN HIM 5.5 TO 6 HRS OF ENDURANCE, BASED ON PREVIOUS FLIGHTS IN THE AIRPLANE. THE ACTUAL ENDURANCE WAS ABOUT 4.8 HRS. EXAM OF THE AIRPLANE POH REVEALED THAT THE AIRPLANE HAD AN EXPECTED ENDURANCE OF ABOUT 4.7 HRS AT 75% PWR AND 5.4 HRS AT 65% PWR, WITH A 45 MIN RESERVE AT 45% PWR, UNDER THE FLT CONDITIONS REPORTED BY THE PLT. THE POH NOTES HOWEVER, THAT THERE ARE INDETERMINATE VARIABLES WHICH CAN ACCOUNT FOR VARIATIONS OF 10% OR MORE IN AIRPLANE RANGE & ENDURANCE. SEVERAL ARPTS WITH FUEL WERE AVAILABLE ALONG THE ROUTE OF FLT.
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: single-engine land
- Flight time: 1,300 hours in all; 300 in this make and model; 25 in the last 90 days; 4 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,287 hours
- Last inspection: annual inspection, August 11, 1987; 50 hours since
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-H (piston); 0 hours total
The flight
- Departed from: 1H7 Grove OK at 5:55 pm
- Destination: CUB Columbia SC
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 320° at 7 knots
- Visibility: 10 statute miles
- Sky: overcast at 25,000 ft; not recorded
- Temperature: 82°F (28°C), dew point 55°F (13°C)
- Altimeter: 29.00 inHg
- Observation at 10:48 pm from AGS, 28 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.