Cessna T210M accident near Prentiss, Mississippi, February 3, 1994
On February 3, 1994 at about 11:46 am local time, a Cessna T210M, registered N6572M, was destroyed in an accident near Prentiss, Mississippi. It was a personal flight under general aviation rules (Part 91). 2 people were killed and 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A total loss of engine power due to the number five piston crown structure sustaining detonation/pre-ignition damage for undetermined reasons. The number two connecting rod and rod bolts failed due to an oil distress event. This resulted in a subsequent in-flight collision with trees and terrain while attempting a forced landing at night.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 3, 1994 · about 11:46 am local time
- Place
- Prentiss, Mississippi · map
- Type
- Accident
- Injuries
- 2 people were killed and 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210M · all T210Ms on the register
- Registration
- N6572M · no longer on the register · serial 21061977
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE COMMERCIAL PILOT WAS IN CRUISE FLIGHT AT 6,500 FEET AGL AT NIGHT WHEN HE BEGAN TO EXPERIENCE ENGINE PROBLEMS. THE PILOT INFORMED ATC AND STATED HE HAD AN AIRPORT STRAIGHT AHEAD AT ABOUT 11 MILES. ATC INFORMED THE PILOT THE AIRPORT WAS 15 MILES ON A HEADING OF 275 DEGREES. THE PILOT STATED HIS ENGINE WAS DEAD, DECLARED AN EMERGENCY, AND INITIATED A FORCED LANDING TOWARDS THE AIRPORT. THE AIRPLANE COLLIDED WITH TREES AND TERRAIN ABOUT 6 MILES EAST OF THE AIRPORT. THE AIRPLANE WAS CONSUMED BY POSTCRASH FIRE. EXAMINATION OF THE ENGINE REVEALED THE NUMBER FIVE PISTON CROWN STRUCTURE HAD SUSTAINED DETONATION/PRE-IGNITION DAMAGE FOR UNDETERMINED REASONS. THE NUMBER TWO CONNECTING ROD AND ROD BOLTS FAILED DUE TO AN OIL DISTRESS EVENT.
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: 6,500 hours in all
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,726 hours
- Last inspection: 100-hour inspection, September 10, 1993; 120 hours since
- Maximum gross weight: 3,800 lb
- Seats: 5
- Landing gear: retractable
- Engine: Continental TSIO-520R (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: MCN Macon GA at 9:35 am
- Destination: SAT San Antonio TX
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: night, dark
- Visibility: 7 statute miles
- Sky: broken clouds at 15,000 ft; not recorded
- Temperature: 28°F (-2°C), dew point 27°F (-3°C)
- Altimeter: 30.00 inHg
- Observation at 11:55 am from MCB, 25 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.