Cessna 310A accident near Dyersburg, Tennessee, January 26, 1994
On January 26, 1994 at about 3:10 pm local time, a Cessna 310A, registered N5333A, was substantially damaged in an accident near Dyersburg, Tennessee (Dyersburg Municipal airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE FAILURE OF THE PILOT TO ATTAIN A PROPER TOUCHDOWN POINT, WHICH RESULTED IN A LONG LANDING AND AN OVERRUN OF THE RUNWAY. FACTORS WERE THE WEATHER CONDITIONS (SKY OBSCURATION, LOW CEILING, FOG AND DRIZZLE) AT THE TIME OF THE ACCIDENT, AND THE WET RUNWAY CONDITIONS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 26, 1994 · about 3:10 pm local time
- Place
- Dyersburg, Tennessee · Dyersburg Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna 310A · all 310As on the register
- Registration
- N5333A · registry record · serial 35533
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE COMMERCIAL PILOT WAS FLYING A VOR/DME APPROACH. SKY CONDITIONS WERE PARTIALLY OBSCURED, CEILING 100 FEET, VISIBILITY 1.25 MILES, WITH DRIZZLE. THE PILOT REPORTED THAT HE BROKE OUT OF THE WEATHER AT MINIMUMS, AND LANDED THE AIRCRAFT ABOUT 1/2 TO 2/3 DOWN ON THE 5,000 FOOT RUNWAY. BRAKING ACTION ON THE WET RUNWAY WAS INSUFFICIENT TO STOP THE AIRCRAFT, AND THE AIRCRAFT OVERRAN THE RUNWAY. THE AIRCRAFT COLLIDED WITH A FENCE, THEN IMPACTED TREES AT THE AIRPORT BOUNDARY. THE PILOT REPORTED NO MECHANICAL MALFUNCTION OR FAILURE WITH THE AIRCRAFT.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,050 hours in all; 210 in this make and model; 301 in the last 90 days; 81 in the last 30 days; 1,816 as pilot in command; 810 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,893 hours
- Last inspection: annual inspection, November 24, 1993; 31 hours since
- Maximum gross weight: 4,600 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental O-470-M (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: SPI Springfield IL at 1:30 pm
- Flight plan: IFR
- Runway 4, 5,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 4 knots
- Visibility: 1.2 statute miles
- Sky: overcast at 100 ft
- Temperature: 54°F (12°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 3:14 pm from DYR, 1 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.