Cessna 210L incident near Bluefield, West Virginia, August 13, 2001
On August 13, 2001 at about 4:00 pm local time, a Cessna 210L, registered N732JT, suffered minor damage in an incident near Bluefield, West Virginia (Mercer County airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Improper maintenance which resulted in the installation of an unserviceable piston assembly, and the subsequent catastrophic engine failure. Factors in this accident were the improper inspection by the piston supplier and the softening of the piston.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 13, 2001 · about 4:00 pm local time
- Place
- Bluefield, West Virginia · Mercer County · map
- Type
- Incident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 210L · all 210Ls on the register
- Registration
- N732JT · registry record · serial 21061555
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot experienced a catastrophic engine failure while in cruise flight and performed a forced landing to an airport. Examination of the engine revealed a three inch hole in the engine case, adjacent to the number 2 cylinder. The airplane had been operated for about 4 hours since the number 1 and 2 cylinder and piston assemblies were replaced by a maintenance facility in Knoxville, Tennessee. A teardown of the engine revealed a separated number 2 connecting rod and significant damage to the number 2 piston and cylinder. Examination revealed heavy longitudinal scoring and metal transfer on the number 2 cylinder bore and the inboard edge of the barrel was deformed consistent with connecting rod contact. The inboard end of the number 2 connecting rod was fractured in two locations adjacent to the rod bearing area, and the surrounding area was discolored consistent with extreme localized heating. The connecting rod bolt fragment showed tensile elongation along with surface and fracture features consistent with an elevated temperature overstress separation. The crowns of both pistons indicated that they were manufactured by Superior Air Parts and were 0.010 inch oversize (P010) in diameter; however, diameter measurements made on each piston at various datum points revealed that the number 2 piston was closer in size to a standard size piston and did not contained any measurable dimensions within the P010 limits. Overall, the number 1 piston measurements tended to be closer to the P010 dimensions, and contained two locations that were in the P010 limits. Hardness measurements taken from both pistons were below the specified range for a new piston. The cylinder assemblies were supplied by an aviation facility in El Reno, Oklahoma, which used "serviceable parts." The specific service history of the pistons and piston pins could not be determined. The owner of aviation facility stated that they did not check the "piston skirt clearance" and expected the installer to check the skirt clearance per the Teledyne Continental Motors (TCM) Overhaul Manual, at the time of the installation. According to maintenance facility in Tennessee, the cylinders were installed per the TCM Overhaul Manual.
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: 2,400 hours in all; 2,344 as pilot in command
- Last flight review: August 14, 1999
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,520 hours
- Last inspection: annual inspection, August 3, 2001; 4 hours since
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520L (piston); 0 hours total
The flight
- Departed from: HEF Manassas VA at 2:05 pm
- Destination: TYS Knoxville TN
- Flight plan: IFR
- Runway 23, 4,742 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 290° at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 2,300 ft; scat at 1,700 ft
- Temperature: 72°F (22°C), dew point 64°F (18°C)
- Altimeter: 30.20 inHg
- Observation at 3:39 pm from BLF
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.