Cessna 210N accident near Tampa, Florida, December 20, 2013
On December 20, 2013 at about 4:51 am local time, a 1979 Cessna 210N, registered N5307A, was substantially damaged in an accident during approach near Tampa, Florida (Tampa International Airport). It was flown under charter and air-taxi rules (Part 135). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power due to the fatigue failure of the No. 4 connecting rod. Contributing to the accident was a likely loss of lubrication for reasons that could not be determined during a postaccident engine examination.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 20, 2013 · about 4:51 am local time
- Place
- Tampa, Florida · Tampa International Airport · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 210N, built 1979 · all 210Ns on the register
- Registration
- N5307A · no longer on the register · serial 21063360
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
As the on-demand air cargo flight approached the destination airport, the pilot advised air traffic control that the airplane's engine had "lost oil pressure." Subsequently, an air traffic controller cleared the flight to land on an alternate runway. The airplane impacted a berm short of the runway threshold, which resulted in serious injury to the pilot and substantial damage to the airframe. Postaccident examination of the wreckage revealed that engine oil was present from the windscreen to the vertical stabilizer and that the engine case had been breached near the Nos. 4 and 6 cylinders. Detailed examination of the engine revealed signatures consistent with oil starvation and a fatigue failure of the No. 4 connecting rod and connecting rod cap. Although the metallurgical hardness of one of the No. 4 connecting rod bolts was slightly below its specified value, this likely did not contribute to its separation, and it likely failed in overstress after the fatigue-related separation of the mating connecting rod. The engine's oil sump was breached and only contained residual traces of engine oil; the preaccident quantity of oil within the engine could not be determined. Examination of the engine's oil galleys and passages revealed that they were intact, clear, and unrestricted. The root cause for the loss of lubrication and subsequent fatigue failure of the No. 4 connecting rod 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
What happened, in order
- Loss of engine power (total) during approach defining event
- Off-field or emergency landing during emergency descent
- Collision with terrain or object (not controlled flight into terrain) during emergency descent
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Failure
- factor Aircraft › Fluids/misc hardware › Fluids › Oil › Not specified
- factor Not determined › Not determined › (general) › (general) › Unknown/Not determined
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Fatigue/wear/corrosion
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 6,912 hours in all; 412 in this make and model; 219 in the last 90 days; 66 in the last 30 days; 6,850 as pilot in command
- Last flight review: December 19, 2013
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
The aircraft
- Airframe total time: 21,788 hours
- Last inspection: 100-hour inspection, November 26, 2013; 41 hours since
- Maximum gross weight: 3,800 lb
- Seats: 1
- Landing gear: retractable
- Engine: Continental Motors IO-520L (piston); 1,620 hours total
- Fire on the ground
- Operator: Airnet Systems, Inc.
The flight
- Departed from: VLD Valdosta GA at 4:07 am
- Destination: TPA Tampa FL
- Flight plan: IFR
Weather at the time
- Light: night
- Wind: from 100° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 55°F (13°C)
- Altimeter: 30.20 inHg
- Observation at 4:53 am from TPA, 1 miles away
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 August 13, 2015. 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 | Air Traffic Control Transcript | PDF, 6 pages | View Download |
| 3 | Police Report (Excerpt) | PDF, 1 page | View Download |
| 4 | Photo 1 – View of Main Wreckage from Right (Photo Courtesy of Cessna) | PDF, 1 page | View Download |
| 5 | Photo 2 – View of Main Wreckage from Front (Photo Courtesy of Cessna) | PDF, 1 page | View Download |
| 6 | Photo 3 – View of Engine Case from Top (Photo Courtesy of Cessna) | PDF, 1 page | View Download |
| 7 | Engine Log Excerpts | PDF, 8 pages | View Download |
| 8 | Materials Laboratory Factual Report | PDF, 6 pages | View Download |
| 9 | Statement of Party Representatives to NTSB Investigation | PDF, 4 pages | View Download |
| 10 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | 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.