Smith Aerostar accident near Cleburne, Texas, July 22, 2010
On July 22, 2010 at about 4:00 pm local time, a Smith Aerostar, registered N601AT, was destroyed in an accident during landing near Cleburne, Texas (Cleburne Municipal airport). It was a ferry flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power due to fuel starvation as a result of the pilot’s improper fuel management. Contributing to the accident were the critical fuel placards that were difficult to see due to the airplane's paint scheme.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 22, 2010 · about 4:00 pm local time
- Place
- Cleburne, Texas · Cleburne Municipal · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Smith Aerostar 601P
- Registration
- N601AT · no longer on the register · serial 61P-0032-095
- Damage
- Destroyed
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After takeoff, the right engine experienced a loss of power followed by the left engine losing power. The pilot maneuvered the airplane toward the nearest open field and the airplane impacted terrain during landing, resulting in a circumferential split in fuselage near the aft pressure bulkhead. The airplane was equipped with 4 fuel tanks: 2 located in each wing outboard of the engine nacelle (65-gallon capacity), 1 main fuselage tank (about 44-gallon capacity), and 1 auxiliary tank located in forward section of baggage compartment (45-gallon capacity). The airplane was capable of carrying 209.5 gallons usable fuel and the pilot stated that prior to departure he filled the main fuselage tank to capacity, added 20 gallons in the auxiliary tank and 25 gallons in each wing tank, which he equated to a total of 131 gallons on board. The fuselage contained two fuel filler necks, one for each fuselage tank (main and auxiliary). The auxiliary tank was clearly placarded with a red placard visibly standing out against a silver paint stripe; the main tank was not clearly placarded, with a red placard blending easily with red paint stripe. A salvage retriever recalled that during recovery the left wing contained 17 gallons of fuel, the right wing contained 57 gallons of fuel, the main fuselage tank contained 2.5 gallons of fuel, and the auxiliary fuselage tank contained 28 gallons of fuel. A postaccident examination of the airplane and engines revealed no anomalies that would have precluded normal operation. The main fuselage tank and auxiliary fuselage tank were not breached and the fuel sumps contained check valves which prevent the back-flow of fuel from one fuel tank to another. Based on the evidence it is likely that the pilot exhausted the airplane's fuel supply in the main fuselage tank, which resulted in the loss of power to both engines.
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
- Loss of engine power (total) during initial climb
- Off-field or emergency landing during emergency descent
- Ground collision during landing defining event
The NTSB's findings
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Incorrect service/maintenance
- factor Aircraft › Aircraft handling/service › Placards and markings › (general) › Not serviced/maintained
Pilot
- Certificate: airline transport pilot, 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: 28,000 hours in all; 332 in this make and model; 57 in the last 90 days; 28 in the last 30 days; 27,500 as pilot in command; 3,000 on instruments
- Last flight review: February 18, 2009
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 6,000 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-S1A5 (piston); 0 hours total
The flight
- Departed from: CPT Cleburne TX at 3:50 pm
- Destination: MEZ Mena AR
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 160° at 11 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,800 ft
- Temperature: 88°F (31°C), dew point 73°F (23°C)
- Altimeter: 30.07 inHg
- Observation at 4:05 pm from CPT, 2 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.