Cessna T210N accident near Bloomfield, Kentucky, December 8, 2007
On December 8, 2007 at about 8:16 pm local time, a Cessna T210N, registered N5431C, was substantially damaged in an accident near Bloomfield, Kentucky (Clark Regional Airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot exceeded the design stress limits of the airplane, which resulted in the in-flight break up. Contributing to the accident was the pilot's loss of control in-flight due to spatial disorientation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 8, 2007 · about 8:16 pm local time
- Place
- Bloomfield, Kentucky · Clark Regional Airport · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna T210N · all T210Ns on the register
- Registration
- N5431C · no longer on the register · serial 21063750
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A review of recorded radar data showed that the airplane was heading northwest towards the destination airport, descending through an altitude of 6,800 feet mean sea level (msl) at a constant rate of about 650 feet-per-minute, when it began to make a subtle turn to the north. About 32 seconds later, the airplane continued to turn and descend at a constant rate, reaching a maximum bank angle of about 40 to 50 degrees and exceeding the structural cruise speed by 20 knots calibrated airspeed (13 knots less than never exceed speed). Trajectory calculations showed that a breakup of the airplane occurred about 5 seconds later. The debris field heading was in a southeasterly direction located in close proximity to the last three radar returns. A weather study revealed that based on available weather data at the time of the accident, the airplane was likely in visual meteorological conditions until just prior to the breakup. With cloud tops to 13,000 feet, the possibility existed that the airplane entered instrument meteorological conditions. All of the fracture surfaces examined exhibited features consistent with static overload and no evidence of metal fatigue.
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 land; instrument: airplane
- Flight time: 1,650 hours in all; 500 in this make and model; 15 in the last 30 days; 1,600 as pilot in command
- Last flight review: April 20, 2007
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 4,264.7 hours
- Last inspection: annual inspection, May 4, 2007; 74 hours since
- Maximum gross weight: 3,850 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-R (piston); 0 hours total
The flight
- Departed from: JZI Charleston SC at 5:36 pm
- Destination: JVY Jeffersonville IN
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 060° at 6 knots
- Visibility: 5 statute miles
- Sky: overcast at 1,200 ft
- Temperature: 45°F (7°C), dew point 39°F (4°C)
- Altimeter: 30.28 inHg
- Observation at 7:56 pm from SFD, 27 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.