Cessna T210 accident near San Saba, Texas, March 25, 2024
On March 25, 2024 at about 4:00 pm local time, a 1978 Cessna T210, registered N498TB, was substantially damaged in an accident during enroute (cruise) near San Saba, Texas (San Saba County Municipal airport). It was a personal 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 total loss of engine power due to multiple connecting rod failures from oil starvation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 25, 2024 · about 4:00 pm local time
- Place
- San Saba, Texas · San Saba County Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210 M, built 1978 · all T210s on the register
- Registration
- N498TB · registry record · serial 21062782
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was enroute on a cross-country flight at a cruise altitude of 11,000 ft mean sea level when, about 37 minutes after takeoff, the engine oil pressure began decreasing slowly. The flight remained at 11,000 ft for another 39 minutes until there was a near-total loss of oil pressure. The pilot diverted and conducted a forced landing short of a runway. The airplane nosed over during the landing and sustained substantial damage to the fuselage and wings. A small postimpact fire ensued near the engine compartment. A postaccident examination of the engine found evidence of multiple connecting rod separations due to a lack of oil lubrication, and their respective rod end bearings were not identifiable. A small amount of oil was observed on the engine exterior and within the engine compartment, but the amount of observed oil was not consistent with a large oil leak from the engine. The pilot reported changing the engine oil the day before the accident; however, the examination did not identify any issues with the installation of the oil filter. Besides the holes in the upper crankcase, the investigation did not identify another oil leak source. Although it is possible that the engine was not serviced with a sufficient quantity of oil during the oil change, the pilot reported having added 9 quarts of oil when he changed the oil. The flight likely departed with at least sufficient engine oil to produce the required engine power to climb to cruise altitude, maintain cruise power for over an hour, and to distribute metal particles throughout the engine oil system. However, the reason for the oil starvation could not be identified.
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 enroute (cruise)
- Off-field or emergency landing during landing (flare/touchdown)
- Nose over/nose down during landing (landing roll)
- Powerplant sys/comp malf/fail during enroute (cruise) defining event
The NTSB's findings
- Aircraft › Aircraft power plant › Engine (reciprocating) › Recip eng oil sys › Unknown/Not determined
- Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Failure
- Aircraft › Fluids/misc hardware › Fluids › Oil › Fluid level
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 4,500 hours in all; 2,300 in this make and model; 35 in the last 90 days; 12 in the last 30 days; 4,500 as pilot in command
- Last flight review: April 27, 2021
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Last inspection: annual inspection, October 15, 2023; 42 hours since
- Maximum gross weight: 4,000 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-550-P5B (piston); 398 hours total
- Fire on the ground
- Operator: Adventure Alaska Tours INC
The flight
- Departed from: 3TEB Terlingua TX at 3:00 pm
- Destination: AVL Asheville NC
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 300° at 10 knots
- Visibility: 8 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 45°F (7°C)
- Altimeter: 29.61 inHg
- Observation at 10:55 am from KAQO, 27 miles away
Weather report (METAR): METAR KAQO 251555Z AUTO 30010KT 8SM CLR 18/07 A2961 RMK AO2=
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Photographs from the investigation 5 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Front view of airplane
Photograph 2 – Right wing view of airplane
Photograph 3 – Cowling damage
Photograph 4 – Engine and cowling view
Photograph 6 – Damage to EngineThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
6 documents, released by the NTSB on April 15, 2026. 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 | Investigative Photos | PDF, 6 pages · our copy | View Download |
| 3 | Engine Data Monitor - Specialist Report | PDF, 14 pages | View Download |
| 4 | Engine Data Monitor Raw Data | data file | Download |
| 5 | Engine Examination Statement | PDF, 1 page | View Download |
| 6 | FAA Engine Examination Summary | PDF, 14 pages | View 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.