Cessna T210N accident near Hampton Bays, New York, July 21, 2003
On July 21, 2003 at about 1:10 am local time, a Cessna T210N, registered N155RR, was destroyed in an accident near Hampton Bays, New York. It was flown under charter and air-taxi rules (Part 135). 5 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power for undetermined reasons. A 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 21, 2003 · about 1:10 am local time
- Place
- Hampton Bays, New York · map
- Type
- Accident
- Injuries
- 5 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210N · all T210Ns on the register
- Registration
- N155RR · registry record · serial 21063286
- Damage
- Destroyed
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The airplane had just leveled off at 2,000 feet msl, on a night, over-water, non-scheduled passenger flight, when the engine began to lose power. The pilot immediately turned the auxiliary fuel pump on, switched fuel tanks, and turned towards land. The engine continued to lose power, and the pilot prepared the airplane and the four passengers for a water landing. The pilot pushed the mixture control level full forward, and completed the emergency checklist items; however, the engine continued to lose power and could not be restarted. The airplane came to rest in approximately 8 feet of water, about 150 yards off shore. Examination of the airplane revealed approximately 50 gallons of fuel onboard, and no anomalies were noted with the fuel system. The engine was test run on the airframe, after the oil and spark plugs (electrodes were wet) were removed and replaced. After several attempts, the engine started and ran at various power settings without interruption. The ignition switch was also tested and no abnormalities were found.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,500 hours in all; 400 in this make and model; 120 in the last 90 days; 2,260 as pilot in command; 1,700 on instruments
- Last flight review: July 2, 2003
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 3,264.2 hours
- Last inspection: annual inspection, May 23, 2003; 61.4 hours since
- Maximum gross weight: 4,000 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-R (piston); 0 hours total
The flight
- Departed from: HTO East Hampton NY at 1:00 am
- Destination: LGA La Guardia NY
- Flight plan: none
Weather at the time
- Light: night
- Wind: from 200° at 5 knots
- Visibility: 7 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 66°F (19°C)
- Altimeter: 30.01 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 |
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.