Cessna 210 accident near Lawton, Oklahoma, June 12, 2006
On June 12, 2006 at about 7:30 pm local time, a Cessna 210, registered N7303E, was substantially damaged in an accident near Lawton, Oklahoma (Djs 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
The 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
- June 12, 2006 · about 7:30 pm local time
- Place
- Lawton, Oklahoma · Djs Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 210 · all 210s on the register
- Registration
- N7303E · no longer on the register · serial 57003
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 553-hour private pilot of the single-engine airplane collided with power lines after a reported loss of engine power while attempting a go-around on runway 35 (2,600 feet long by 165 feet wide) of a private airport. According to the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2), the pilot reported that that the wind was from the east approximately 15 knots, and "I was farther down the runway than I liked, approximately midfield, when the decision was made to do a go-around." The pilot added that "power was fully applied and the engine coughed, then stopped." At that point, the pilot stated that his only concern was to avoid the power line pole at the end of the runway; however, the declining airspeed would not allow him to clear the power lines. The pilot reported that the airplane had 24 gallons of fuel when he departed. The Federal Aviation Administration (FAA) inspector who responded to the accident could not verify the fuel present in the fuel tanks because the owner had already drained the fuel tanks. The reason for the reported loss of engine power could not be determined. The closest weather reporting station, located approximately 5 nautical miles northwest of the accident site, reported wind from 110 degrees at 17 knots, gusting to 24 knots.
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
- Flight time: 553 hours in all; 131 in this make and model; 12 in the last 90 days; 5 in the last 30 days; 513 as pilot in command
- Last flight review: November 1, 2005
- Medical certificate: Class 3
- Seat: left
- Injury: no injuries
The aircraft
- Maximum gross weight: 3,800 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470 (piston); 0 hours total
The flight
- Departed from: F31 Lake Texoma OK at 6:30 pm
- Destination: OK07 Lawton OK
- Flight plan: none
- Runway 35, 2,600 ft by 165 ft
Weather at the time
- Light: daylight
- Wind: from 110° at 17 knots, gusting 24
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 95°F (35°C), dew point 57°F (14°C)
- Altimeter: 30.00 inHg
- Observation at 7:53 pm from LAW, 5 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.