Cessna 210A accident near Sherman, Texas, July 16, 2002
On July 16, 2002 at about 1:50 pm local time, a Cessna 210A, registered N9466X, was substantially damaged in an accident near Sherman, Texas (Sherman Municipal airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
fuel starvation. 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
- July 16, 2002 · about 1:50 pm local time
- Place
- Sherman, Texas · Sherman Municipal · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 210A · all 210As on the register
- Registration
- N9466X · registry record · serial 21057766
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot ascertained that each wing fuel tank contained approximately 14 gallons of fuel before departing for a 10 minute flight. The pilot reported that the fuel selector was in the right tank position for the entire flight. The airplane was on approach to the destination airport, in a left bank, at 800 feet agl, when the engine lost total power. The pilot attempted to restart the engine three times from both fuel tanks; however, was unsuccessful. Subsequently, a forced landing was executed to a vacant parking lot adjacent to a gas station, two miles northeast of the destination airport. Examination of the airplane revealed that the fuel selector was in the right tank position and the fuel boost pump was in the "ON" position. The left fuel tank did not contain any fuel and the right fuel tank contained 13 gallons of fuel.
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 sea; instrument: airplane
- Flight time: 585 hours in all; 284 in this make and model; 35 in the last 90 days; 17 in the last 30 days; 515 as pilot in command
- Last flight review: May 7, 2001
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 3,093 hours
- Last inspection: annual inspection, July 24, 2001; 89.9 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470-E-13 (piston); 0 hours total
The flight
- Departed from: TKI Mckinney TX at 1:37 pm
- Destination: SWI Sherman TX
- Flight plan: none
- Runway 16, 4,005 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 140° at 7 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 3,000 ft; clear
- Temperature: 79°F (26°C), dew point 72°F (22°C)
- Altimeter: 30.09 inHg
- Observation at 1:55 pm from F39, 7 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.
Other NTSB records under N9466X the same tail number, which may have belonged to a different aircraft at the time
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.