Cessna 210M accident near Carlisle, Arkansas, June 23, 2003
On June 23, 2003 at about 4:30 am local time, a Cessna 210M, registered N9TK, was substantially damaged in an accident near Carlisle, Arkansas. 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
The pilot's improper in-flight decision to descend for landing, at night, without the runway environment insight. Contributing factors were the pilot's disorientation, the embankment and the dark night condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 23, 2003 · about 4:30 am local time
- Place
- Carlisle, Arkansas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 210M · all 210Ms on the register
- Registration
- N9TK · registry record · serial 21062330
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The aircraft was substantially damaged when the pilot descended on final approach, at night, without the runway environment in sight and impacted an embankment. The pilot became disoriented during the VFR flight. He attempted to contact center and approach control facilitites, however, positive contact was never established. The pilot reported: "I could not see the airport beacon, although I thought I could see the airport hangar and airport environment." He noted that he did not see any runway threshold lights, however, he "felt very strongly that the runway was below" him. He goes on to report: "I set 30 [degrees] of flap and extended the landing gear for landing. The airplane's landing lights were on at this point looking for the runway." The left wing subsequently impacted an embankment and spun the airplane around 180 degrees as it came to rest in a flooded rice field. The accident site was 6 miles from the nearest airport and 75 miles west-southwest of the the intended destination. A post-accident examination of the aircraft did not reveal any anomalies. The pilot stated there were no failures or malfunctions with the aircraft or engine prior to the accident. The pilot reported weather conditions during the flight as clear with unrestricted visibility.
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: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 3,200 hours in all; 60 in this make and model; 30 in the last 90 days
- Last flight review: January 18, 2003
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 2,534 hours
- Last inspection: annual inspection, April 15, 2003
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520 (piston); 0 hours total
The flight
- Departed from: 9M8 Sheridan AR at 1:30 am
- Destination: AWM West Memphis AR
- Flight plan: none
Weather at the time
- Light: night
- Wind: from 090° at 5 knots
- Visibility: 6 statute miles
- Sky: clear
- Temperature: 75°F (24°C), dew point 63°F (17°C)
- Altimeter: 29.89 inHg
- Observation at 3:35 am from SGT, 18 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.