Cessna 210 accident near Dallas, Texas, October 20, 2021
On October 20, 2021 at about 9:15 pm local time, a 1982 Cessna 210, registered N1235U, was substantially damaged in an accident during takeoff near Dallas, Texas (Dallas Exec airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A temporary loss of engine power during the takeoff due to a damaged fuel pump, which resulted in a forced landing and a runway excursion. The source of the damage to the fuel pump could not be determined.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 20, 2021 · about 9:15 pm local time
- Place
- Dallas, Texas · Dallas Exec · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 210 N, built 1982 · all 210s on the register
- Registration
- N1235U · no longer on the register · serial 21064677
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airline transport pilot reported he felt and heard a fluctuation in the engine power during the initial climb. The fluctuation was followed by “dashes” on the fuel flow monitor. The pilot decided to abort the takeoff and during descent, noticed full power return to the engine. During the landing, the nosewheel impacted the runway, the airplane rolled off the runway, and impacted a ditch. The airplane sustained substantial damage to the fuselage, the left wing, and the empennage. A postaccident examination of the airframe and engine was performed. Both fuel tanks and the fuel lines appeared to be free of any contaminants. Fuel was drained from the airframe and appeared to be light blue in color and free of any contaminants. The fuel strainer was opened, and an unknown white substance was noted. Contaminants were also found in the gascolator. The fuel pump was removed and successfully bench tested. Following completion of the test, a disassembly examination of the fuel pump revealed damage to the pump’s internal components that was sustained some time before the accident flight. No containments were found inside of the fuel pump and the source of the internal damage to the fuel pump could not be determined. Based on the available evidence, the source of the engine power fluctuation was likely due to internal damage of the fuel pump.
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
- Runway excursion during landing
- Nose over/nose down during landing
- Fuel related during takeoff defining event
The NTSB's findings
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- Aircraft › Aircraft systems › Fuel system › Fuel pumps › Damaged/degraded
- Aircraft › Aircraft systems › Fuel system › Fuel pumps › Unknown/Not determined
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 5,544.1 hours in all; 1,716.6 in this make and model; 7.7 in the last 90 days; 3.6 in the last 30 days; 4,697.7 as pilot in command; 383.5 on instruments
- Last flight review: October 10, 2019
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,315.5 hours
- Last inspection: annual inspection, September 2, 2021
- Maximum gross weight: 3,812 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental Motors IO-520-L (piston); 280 hours total
The flight
- Destination: 88R Spicewood TX
- Flight plan: none
- Runway 17/3, 3,800 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 5 knots
- Visibility: 10 statute miles
- Sky: overcast at 4,400 ft
- Temperature: 81°F (27°C), dew point 64°F (18°C)
- Altimeter: 30.04 inHg
- Observation at 3:53 pm from KRBD
Weather report (METAR): KRBD 202053Z 21005KT 10SM OVC044 27/18 A3004 RMK AO2 SLP166 T02720183 56018
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
10 documents, released by the NTSB on March 22, 2023. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Accident Photographs | PDF, 10 pages | View Download |
| 3 | Examination Reports | PDF, 4 pages | View Download |
| 4 | Various Maintenance Records | PDF, 7 pages | View Download |
| 5 | Additional Documents | PDF, 17 pages | View Download |
| 6 | J.p. Instruments, Inc. EDM 711 - Engine Data Monitor Factual Report | PDF, 2 pages | View Download |
| 7 | J.p. Instruments, Inc. EDM 711 - Additional Documents | PDF, 5 pages | View Download |
| 8 | J.p. Instruments, Inc. EDM 711 - Flight #57 Tabular Data (.Csv File) | data file | Download |
| 9 | J.p. Instruments, Inc. EDM 711 - Flight #58 Tabular Data (.Csv File) | data file | Download |
| 10 | J.p. Instruments, Inc. EDM 711 - Accident Flight Tabular Data (.Csv File) | data file | Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.