Cessna T210M accident near Clarksville, Arkansas, October 31, 1988
On October 31, 1988 at about 8:30 pm local time, a Cessna T210M, registered N1357M, was substantially damaged in an accident near Clarksville, Arkansas (Clarksville airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 31, 1988 · about 8:30 pm local time
- Place
- Clarksville, Arkansas · Clarksville · map
- Type
- Accident
- Injuries
- 1 person was seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210M · all T210Ms on the register
- Registration
- N1357M · no longer on the register · serial 21061393
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT TOOK OFF ON A 4500 FT RUNWAY, RAISED THE LANDING GEAR, AND TURNED SOUTH AT APPROXIMATELY THE 2500 FT POINT. AIRCRAFT LOST ENGINE POWER. PILOT ATTEMPTED TO RETURN TO DEPARTURE RUNWAY. AIRCRAFT IMPACTED PRIOR TO REACHING THE RUNWAY. EXAMINATION OF THE ENGINE FAILED TO IDENTIFY ANY PROBLEMS WITH THE ENGINE. THE LEFT FUEL TANK HAD APPROXIMATELY 1 QUART OF FUEL. THE RIGHT FUEL TANK HAD AN UNDETERMINED QUANTITY OF FUEL. THE FUEL SELECTOR WAS ON THE RIGHT TANK. THE LANDING GEAR CONTROL HANDLE WAS FOUND IN THE DOWN POSITION. HOWEVER, THE LANDING GEAR WAS IN TRANSIT AT IMPACT. POST ACC INVEST REVEALED NO FUEL IN THE FUEL LINE, GASCOLATOR, OR FUEL MANIFOLD. THE ENG WAS TEST RUN AFTER THE ACC WITH NO ABNORMALITIES. THE PLTS SHOULDER HARNESS WAS FOUND FOLDED AND STOWED.
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: 13,183 hours in all; 450 in this make and model; 40 in the last 90 days; 15 in the last 30 days; 13,183 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,784 hours
- Last inspection: annual inspection, October 26, 1987; 165 hours since
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSI0-520-R (piston); 0 hours total
- Operator: Scranton Aircraft Sales INC.
The flight
- Flight plan: none
- Runway 9, 3,000 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 3 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 63°F (17°C), dew point 39°F (4°C)
- Altimeter: 30.00 inHg
- Observation at 7:50 pm from FSM, 56 miles away
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.
Other NTSB records under N1357M the same tail number, which may have belonged to a different aircraft at the time
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.