Cessna T210L accident near Stockton, California, February 16, 2003
On February 16, 2003 at about 7:57 pm local time, a Cessna T210L, registered N5089V, was substantially damaged in an accident near Stockton, California (Stockton Metropolitan airport). It was an other work-use flight under general aviation rules (Part 91). 1 person was seriously injured and 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
fuel starvation due to the pilot's mismanagement of the fuel supply and failure to verify the fuel quantity on board at departure.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 16, 2003 · about 7:57 pm local time
- Place
- Stockton, California · Stockton Metropolitan · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210L · all T210Ls on the register
- Registration
- N5089V · registry record · serial 21060831
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
All engine power was lost due to fuel starvation while the pilot was maneuvering on a work-related photography flight. The pilot made a hard forced landing in a soft open field. According to the pilot, he had not visually confirmed the quantity of fuel in the tanks prior to initiating the 1 1/2-hour-long flight. However, he believed about 45 gallons of fuel were available for use. When the engine lost power he repositioned the fuel selector from the right to the left fuel tank, but power was not restored. During the subsequent airplane examination, the right fuel tank was found dry, and 4 gallons of fuel were found in the left tank. Drops of fuel were found in the metered fuel line from the metering unit to the manifold valve and in the return line at the engine driven fuel pump. The main fuel line to the engine driven fuel pump was dry. Some fuel was present in the return line from the metering unit to the engine driven fuel pump. The gascolator was about 1/4 full of fuel. Approximately 1 1/2 ounces of fuel could be drained from the left header tank. The airplane's electric boost pump was activated, and it operated. The engine was examined and the crankshaft was rotated by hand. No evidence of any preimpact mechanical malfunction was found with internal engine components.
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: 1,850 hours in all
- Last flight review: July 28, 2002
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: minor injuries
The aircraft
- Airframe total time: 3,050 hours
- Last inspection: annual inspection, September 12, 2002; 17 hours since
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520 (piston); 0 hours total
The flight
- Departed from: SCK Stockton CA at 6:30 pm
- Destination: SCK
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 260° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 43°F (6°C)
- Altimeter: 30.20 inHg
- Observation at 7:55 pm from SCK, 4 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 | 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.