Cessna 210M accident near Kirbyville, Texas, November 28, 2005
On November 28, 2005 at about 6:00 pm local time, a Cessna 210M, registered N761FL, was substantially damaged in an accident near Kirbyville, Texas (Kirbyville Airport). It was an aerial observation 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 total loss of engine power for undetermined reasons. A contributing factor was the lack of suitable terrain for the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 28, 2005 · about 6:00 pm local time
- Place
- Kirbyville, Texas · Kirbyville Airport · 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
- N761FL · no longer on the register · serial 21062221
- Damage
- Substantial damage
- Flight
- Aerial observation flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Shortly after lift-off from Runway 31, while approximately 200 feet above ground level (agl), the airplane experienced a complete loss of engine power. In an effort to restore engine power, the 6,600-hour commercial pilot selected the right fuel tank and turned on the electric fuel boost pump to no avail. The pilot extended the landing gear and elected to perform an emergency landing on a road ahead of his flight path. Shortly before touchdown on the road, the nose landing gear collided with a fence post, which sheared the nose gear strut. Upon touchdown, the main landing gear collapsed and the airplane slid approximately 150 feet before coming to rest in an upright position. There was no post impact fire and the pilot was able to egress the airplane unassisted. A detailed examination of the IO-520 engine and fuel system did not reveal any anomalies. The pilot reported the airplane had 60 gallons of fuel on-board at the time of the mishap. The reason for the loss of engine power could not be determined.
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: commercial pilot
- Ratings: multi-engine land; single-engine land
- Flight time: 6,600 hours in all; 80 in this make and model; 239 in the last 90 days; 40 in the last 30 days; 6,500 as pilot in command
- Last flight review: July 1, 2005
- Medical certificate: Class 2
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 14,618 hours
- Last inspection: annual inspection, January 1, 2005
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520 (piston); 0 hours total
The flight
- Departed from: T12 Kirbyville TX
- Destination: KBMT Beaumont TX
- Flight plan: none
- Runway 31, 3,750 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 29.82 inHg
- Observation at 5:46 pm from JAS, 16 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.