Cessna P210N accident near Georgetown, Texas, March 29, 2009
On March 29, 2009 at about 11:45 pm local time, a Cessna P210N, registered N210BF, was substantially damaged in an accident during approach near Georgetown, Texas (Georgetown Municipal airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power due to fuel starvation as a result of the pilot's inadequate fuel management. Contributing to the accident was the pilot's improper engine restart procedures.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 29, 2009 · about 11:45 pm local time · cases in 2009
- Place
- Georgetown, Texas · Georgetown Municipal · cases near this airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna P210N · all P210Ns on the register
- Registration
- N210BF · no longer on the register · serial P21000688
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was preparing to land when the engine lost power. He attempted to perform a forced landing to a road west of the airport. During the forced landing, the airplane impacted trees and then the road resulting in substantial damage to the airplane. An examination of the airplane revealed that the left main fuel tank was empty; however, the right main fuel tank and tip tank contained fuel. According to a telephone conversation with the pilot, during his pre landing preparation he noted that the left fuel tank was "low" and switched from the left fuel tank to the right fuel tank. Shortly thereafter he noted that the engine had lost power. He attempted to restart the engine by turning the auxiliary fuel pump on and "cranking" the engine. According to the emergency procedures section in the Pilot's Operating Handbook the correct in-flight engine restart procedure requires the pilot to maintain 85 knots indicated airspeed, check fuel quantity, switch the fuel selector to the fullest tank, mixture set to rich, auxiliary pump to the "on" position for three to five seconds with the throttle open, then off, ignition switch to both, and advance the throttle slowly. An examination of the airplane fuel system revealed no contaminants and no anomalies. An examination and test run of the engine revealed no anomalies. The engine data monitoring unit showed a loss of fuel flow 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
What happened, in order
- Fuel starvation during approach defining event
- Loss of engine power (partial) during approach
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Aircraft › Aircraft systems › Fuel system › (general) › Incorrect use/operation other cases naming the fuel system
- cause Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- Environmental issues › Physical environment › Terrain › (general) › Contributed to outcome
- factor Personnel issues › Task performance › Use of equip/info › Use of policy/procedure › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 180 hours in all; 25 in this make and model; 25 in the last 90 days; 4 in the last 30 days; 180 as pilot in command
- Last flight review: February 1, 2009
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 1,780.5 hours
- Last inspection: annual inspection, August 22, 2008
- Maximum gross weight: 4,016 lb
- Seats: 6
- Landing gear: retractable
- Engine: Cont Motor TSIO-520 SER (piston); 0 hours total
The flight
- Departed from: GTU Georgetown TX at 10:50 pm
- Destination: George Town TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 150° at 10 knots
- Sky: clear
- Temperature: 72°F (22°C), dew point 30°F (-1°C)
- Altimeter: 30.00 inHg
- Observation at 1:07 am from KGTU
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The NTSB has not released the docket for this case yet. The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), is usually released when the investigation is nearly complete, and the list here is refreshed when it appears. Check at the NTSB.
Connections how this case links to the rest of the register
- N210BF: not on the register today · the record of its deregistration
- Cessna P210 Pressurized Centurion 443 registered today · the model family and its accident history
- Cessna 72,684 aircraft on the register
- Engine: Cont Motor TSIO-520 SER 4,113 aircraft carry this series today · as the NTSB recorded it
- Georgetown Executive · nearest airport
- Accidents and incidents in Texas 6,244 since 1982 · 1,065 in the last ten years
- Texas 29,945 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/CEN09LA233.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.