Cessna T210L accident near Gt. Barrington, Massachusetts, October 1, 1997
On October 1, 1997 at about 4:25 pm local time, a Cessna T210L, registered N29134, was substantially damaged in an accident near Gt. Barrington, Massachusetts (Great Barrington airport). It was a business flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
slippage of the number 2 main bearing for undetermined reason(s) which resulted in a broken crankshaft.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 1, 1997 · about 4:25 pm local time
- Place
- Gt. Barrington, Massachusetts · Great Barrington
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210L · all T210Ls on the register
- Registration
- N29134 · registry record · serial 21059813
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The Cessna 210 was in cruise when the engine lost power. The pilot descended through an overcast and made a forced landing in an open field. During a ground slide with the landing gear retracted, the airplane passed over a creek, and received substantial damage. A torque check conducted before engine disassembly revealed low torques on a nose case bolt, and some cylinder through bolts on the front and middle cylinders. Engine disassembly revealed that the crankshaft had fractured near the rear of the number 2 main bearing, located between the middle and rear cylinders. The investigation found that the bearing had shifted to the rear of the engine and made contact with the short cheek of the crankshaft. The number 4 cylinder was replaced 469 hours prior to the accident, and the numbers 1, 2, 3, 5, and 6 cylinders were replaced 367 hours prior to the accident.
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; instrument: airplane
- Flight time: 7,500 hours in all; 3,000 in this make and model; 60 in the last 90 days; 30 in the last 30 days; 7,500 as pilot in command; 600 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,913 hours
- Last inspection: annual inspection, August 25, 1997; 19 hours since
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-H4B (piston); 0 hours total
The flight
- Departed from: PHD Philadelphia OH at 2:00 pm
- Destination: 7B2 Northampton MA
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 320° at 10 knots, gusting 18
- Visibility: 25 statute miles
- Sky: overcast at 6,000 ft; not recorded
- Temperature: 57°F (14°C), dew point 34°F (1°C)
- Altimeter: 29.00 inHg
- Observation at 4:45 pm from BAF, 28 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.
Other NTSB records under N29134 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.