Cessna T210N accident near Hillsboro, Oregon, June 9, 1998
On June 9, 1998 at about 7:53 pm local time, a Cessna T210N, registered N199JM, was destroyed in an accident near Hillsboro, Oregon (Portland-Hillsboro airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Improper installation (bushing), mechanical binding (bushing), mechanical binding (connecting rod), and fatigue within the crankshaft. Contributing factors were inadequate major (engine) overhaul and trees.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 9, 1998 · about 7:53 pm local time
- Place
- Hillsboro, Oregon · Portland-Hillsboro · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210N · all T210Ns on the register
- Registration
- N199JM · no longer on the register · serial 21064010
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot-in-command reported a power loss on approach to the runway. The aircraft passed through the tops of trees approximately 150 feet beyond, and entered a stall/spin maneuver, impacting a power line and the ground approximately 2,800 feet short of the runway threshold. The flaps and landing gear were in a retracted position. Post-crash examination revealed the crankshaft separated in fatigue which originated from a circumferential gouge mark on the aft face of the #2 cheek at an area located outboard of the forward radius of the #1 rod journal. The circumferential gouge mark on the crankcheek was consistent with the connecting rod shifting forward during engine operation. The rub marks on the cheek walls of the #1 connecting rod were consistent with tight piston pin bushing to piston pin clearance. Additionally, the bushings for all the connecting rods were undersize. Airframe/engine logs revealed a top overhaul of the engine approximately 23 hours prior to the crankshaft failure, during which the piston pins were replaced but the connecting rod bushings were not. No dimensional check of the bushings was made or required at that time. The engine was overhauled 515 hours previous to the top overhaul. The manufacturer's overhaul manual specifies that the new bushings should be reamed to the specified (inside) diameter. Post-crash examination of the engine revealed non-standard connecting rod cotter keys and light fretting between the engine case halves.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,025 hours in all
- Medical certificate: Class 3 (expired)
- Seat: left
The aircraft
- Airframe total time: 3,418 hours
- Last inspection: annual inspection, May 13, 1998; 23 hours since
- Maximum gross weight: 4,000 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-520-R(9) (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: Sun River OR
- Destination: HIO Hillsboro OR
- Flight plan: none
- Runway 30, 6,600 ft by 150 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; scat at 2,100 ft
- Temperature: 70°F (21°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 7:55 pm from HIO, 1 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.