Cessna P210 accident near Paint Lick, Kentucky, November 12, 2004
On November 12, 2004 at about 4:47 pm local time, a Cessna P210, registered N6539P, was destroyed in an accident near Paint Lick, Kentucky (Madison Airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
Improper alignment of a turbocharger oil line, which resulted in wear damage through the hose wall and a subsequent loss of engine oil. Contributing to the accident was the low cloud ceiling.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 12, 2004 · about 4:47 pm local time
- Place
- Paint Lick, Kentucky · Madison Airport · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna P210 · all P210s on the register
- Registration
- N6539P · registry record · serial P21000188
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The single-engine airplane was in cruise flight at 19,000 feet when the pilot reported a loss of cabin pressurization, followed by a loss of engine oil pressure, and ultimately a total loss of engine power. With the assistance of air traffic control, the pilot was able to maneuver the airplane to a position over an airport, but was not able to successfully complete a forced landing due to a low cloud ceiling in the area. The wreckage was mostly consumed by a postcrash fire. Examination of the wreckage revealed the engine crankcase was breached, primarily above the number 5 and number 6 cylinders. A turbocharger wastegate hose that was realigned about 17 months earlier was found to have rubbed through. Staining on the turbocharger housing was consistent with the position of an oil leak from the hose; however, the quantity and rate at which the leak occurred could not be determined. The numbers 1 through 5 connecting rods and rod bearings exhibited thermal distress. The number 6 connecting rod and bearing did not, and according to the engine manufacturer, the bearing exhibited "no signs of cavitation, oil starvation, thermal distress, or hard particle embedment." Engine manufacturer correspondence stated that it was not uncommon for the number 6 connecting rod bearing to exhibit little or no damage after an oil starvation event. An examination of the number 6 connecting rod assembly revealed fatigue cracking; however, it was "high stress" fatigue cracking, suggesting that some other event occurred before the connecting rod fractured.
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: single-engine land; instrument: airplane
- Flight time: 1,000 hours in all
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 2,497 hours
- Last inspection: 100-hour inspection, July 1, 2004
- Maximum gross weight: 4,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-520 (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: ASN Talledega AL at 3:03 pm
- Destination: CMH Columbus OH
- Flight plan: IFR
- Runway 36, 4,500 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 030° at 11 knots
- Visibility: 8 statute miles
- Sky: overcast at 600 ft
- Temperature: 45°F (7°C), dew point 43°F (6°C)
- Altimeter: 30.14 inHg
- Observation at 11:54 am from LEX
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.