Cessna T210N accident near Raymond, Mississippi, October 27, 2004
On October 27, 2004 at about 2:48 pm local time, a Cessna T210N, registered N6108Y, was destroyed in an accident near Raymond, Mississippi. It was flown under charter and air-taxi rules (Part 135). 1 person had minor injuries. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The total loss of engine power which was initiated by fretting of the crankcase halves for undetermined reasons, causing rotation of several of the main bearings, oil starvation, and subsequent failure of several of the connecting rods. A contributing factor was the rough terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 27, 2004 · about 2:48 pm local time
- Place
- Raymond, Mississippi · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna T210N · all T210Ns on the register
- Registration
- N6108Y · no longer on the register · serial 21064254-R
- Damage
- Destroyed
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
After takeoff the flight climbed to 6,000 feet and as soon as the pilot leveled off, he heard a "loud bang" and felt the airframe shaking. The cockpit then filled with smoke, and he requested a vector to the nearest airport. He attempted to keep the engine running but was unsuccessful. The flight descended and broke out of the clouds at 200 feet above ground level where he slowed the airplane to less than the best glide airspeed to clear power lines. The airplane landed "rather hard" in a field against furrows, nosed over, then burst into flames. He exited the airplane from the pilot's window. Examination of the engine revealed fretting at the main bearing support faying surfaces, with resulting shifting of the No. 2 main bearing. Lubrication distress was noted at all main bearing and connecting rod journals, and for Nos. 3-6 connecting rod bearings. The Nos. 1 and 2 connecting rods were fractured while one of the connecting rod bolts for the No.3 cylinder was fractured with necking present. The engine was last overhauled on October 1, 2002, and installed in the accident airplane on October 28, 2002; the engine had accumulated 1,297 hours since being overhauled at the time of the failure and there was no record that any cylinders had been removed and/or replaced since the engine was overhauled.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 4,562 hours in all; 920 in this make and model; 270 in the last 90 days; 97 in the last 30 days; 4,407 as pilot in command; 422 on instruments
- Last flight review: July 23, 2004
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 7,371.9 hours
- Last inspection: 100-hour inspection, September 11, 2004; 27 hours since
- Maximum gross weight: 4,000 lb
- Seats: 1
- Landing gear: retractable
- Engine: Continental IO-550-L (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: KHKS Jackson MS at 2:30 pm
- Destination: KHOU Houston TX
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 200° at 4 knots
- Visibility: 2.5 statute miles
- Sky: overcast at 100 ft
- Temperature: 70°F (21°C), dew point 68°F (20°C)
- Altimeter: 30.20 inHg
- Observation at 1:36 pm from KHKS
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.