# NTSB CEN24LA140: Cessna T210, N498TB, San Saba, TX, March 25, 2024 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: March 25, 2024, 11:00 local (16:00 UTC) - Place: San Saba, TX - Coordinates: 31.235745, -98.717694 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=31.2357&lon=-98.7177&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Defining event: [Enroute-cruise: Powerplant sys/comp malf/fail](https://openairdocs.org/ntsb-events/340) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report April 15, 2026 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Central Region - Parties: FAA FSDO - NTSB case key (mKey): 193987 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN24LA140 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193987/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=193987 - Page: https://openairdocs.org/ntsb/CEN24LA140 ## Probable cause A total loss of engine power due to multiple connecting rod failures from oil starvation. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Engine (reciprocating): recip eng oil sys](https://openairdocs.org/ntsb-findings/01058550): Aircraft › Aircraft power plant · Unknown/Not determined (probable cause); cases with it: [Cessna T210M, 1 case](https://openairdocs.org/ntsb-findings/01058550/cases.md?model=2073451), [All aircraft, 130 cases](https://openairdocs.org/ntsb-findings/01058550/cases.md) - [Engine (reciprocating): recip engine power section](https://openairdocs.org/ntsb-findings/01058520): Aircraft › Aircraft power plant · Failure (probable cause); cases with it: [Cessna T210M, 3 cases](https://openairdocs.org/ntsb-findings/01058520/cases.md?model=2073451), [All aircraft, 233 cases](https://openairdocs.org/ntsb-findings/01058520/cases.md) - [Fluids: oil](https://openairdocs.org/ntsb-findings/01071020): Aircraft › Fluids/misc hardware · Fluid level (probable cause); cases with it: [Cessna T210M, 2 cases](https://openairdocs.org/ntsb-findings/01071020/cases.md?model=2073451), [All aircraft, 174 cases](https://openairdocs.org/ntsb-findings/01071020/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341); cases with it: [Cessna T210M, 17 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2073451), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Landing-flare/touchdown: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna T210M, 11 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2073451), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing-landing roll: Nose over/nose down](https://openairdocs.org/ntsb-events/096); cases with it: [Cessna T210M, 5 cases](https://openairdocs.org/ntsb-events/096/sequence.md?model=2073451), [All aircraft, 2,287 cases](https://openairdocs.org/ntsb-events/096/sequence.md) - [Enroute-cruise: Powerplant sys/comp malf/fail](https://openairdocs.org/ntsb-events/340) (defining event); cases with it: [Cessna T210M, 3 cases](https://openairdocs.org/ntsb-events/340/sequence.md?model=2073451), [All aircraft, 820 cases](https://openairdocs.org/ntsb-events/340/sequence.md) ## Analysis The pilot was enroute on a cross-country flight at a cruise altitude of 11,000 ft mean sea level when, about 37 minutes after takeoff, the engine oil pressure began decreasing slowly. The flight remained at 11,000 ft for another 39 minutes until there was a near-total loss of oil pressure. The pilot diverted and conducted a forced landing short of a runway. The airplane nosed over during the landing and sustained substantial damage to the fuselage and wings. A small postimpact fire ensued near the engine compartment. A postaccident examination of the engine found evidence of multiple connecting rod separations due to a lack of oil lubrication, and their respective rod end bearings were not identifiable. A small amount of oil was observed on the engine exterior and within the engine compartment, but the amount of observed oil was not consistent with a large oil leak from the engine. The pilot reported changing the engine oil the day before the accident; however, the examination did not identify any issues with the installation of the oil filter. Besides the holes in the upper crankcase, the investigation did not identify another oil leak source. Although it is possible that the engine was not serviced with a sufficient quantity of oil during the oil change, the pilot reported having added 9 quarts of oil when he changed the oil. The flight likely departed with at least sufficient engine oil to produce the required engine power to climb to cruise altitude, maintain cruise power for over an hour, and to distribute metal particles throughout the engine oil system. However, the reason for the oil starvation could not be identified. ## Factual narrative On March 25, 2024, about 1100 central daylight time, a Cessna T210M airplane, N498TB, was substantially damaged when it was involved in an accident near San Saba, Texas. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. According to the pilot, during a cross-country flight, the engine manifold pressure started to decrease slowly. The pilot elected to divert and started a descent for a precautionary landing. During the descent, the oil pressure gauge went to zero and the propeller began to overspeed. The pilot had the airport in sight when smoke began to exit the engine cowling as he aligned the airplane with the runway for landing. The pilot lowered the landing gear but kept the flaps retracted as the airplane approached the aerodynamic stall speed. The pilot landed the airplane about 100 yards short of the runway in wet grass. The landing gear dug into terrain and the airplane came to rest inverted, resulting in substantial damage to the fuselage and wings. After the pilot egressed from the airplane, he noticed a small fire near the engine compartment. He used a handheld fire extinguisher to suppress the engine compartment fire. The airplane was equipped with a digital engine monitor. A review of the recovered engine data revealed that, about 37 minutes into the flight, the engine oil pressure began a steady decrease while the airplane altitude remained about 11,000 ft. The engine’s manifold pressure, fuel pressure, and fuel flow values remained unremarkable until about 1 hour 7 minutes into the flight, when the oil pressure decreased briefly to 22 psi. The airplane remained at 11,000 ft until about 1 hour 16 minutes into the flight, when the oil pressure decreased to as low as 3 psi. As the airplane’s altitude rapidly decreased, the engine rpm briefly increased from 2,500 rpm to about 4,100 rpm. For the remainder of the flight, the oil pressure fluctuated between 4 and 18 psi, the manifold pressure fluctuated between 10 and 18 inches of mercury (inHg), and the engine rpm steadily decreased. About 1 hour 19 minutes into the flight, the final recorded data indicated 8 psi oil pressure, 28.6 inHg manifold pressure, 386 rpm, 4.9 gallons per hour fuel flow, 1.4 psi fuel pressure, and altitude 1,254 mean sea level (about 20 ft above ground level). The airplane had been modified by a supplemental type certificate for the installation of a turbo-normalized Continental IO-550-P engine. A postaccident examination of the engine found several holes on the top of the engine crankcase. The engine was seized and could not be rotated. During disassembly of the engine, metal pieces of various sizes were located throughout the oil system. Examination of the oil pump did not find any blockages, and the pump exhibited signatures of rotational scoring. Multiple connecting rods were found damaged and separated, but their respective bearings were not identifiable and, as such, could not beexamined. The engine disassembly revealed several areas of thermal distress consistent with a lack of oil lubrication. Examination of the turbocharger did not detect any anomalies. A small amount of oil was observed within the engine during disassembly; however, there was not a substantial amount of oil seen on the engine, firewall, cowling, or fuselage. Besides the holes in the upper engine crankcase, the examination of the engine did not identify another oil leak source. The pilot reported that the day before the accident, he changed the engine oil and added 9 quarts of oil. ## Aircraft - Registration: [N498TB](https://openairdocs.org/aircraft/N498TB), registered now, S/N 21062782 (OpenAirDocs) - Reported make and model: CESSNA T210 (M) - Registry model: [Cessna T210M](https://openairdocs.org/model/cessna-t210m) (registry code 2073451) (OpenAirDocs) - Category: Airplane - Serial number: 21062782 - Year built: 1978 - Engines: Continental IO-550-P5B 260 horsepower reciprocating - Damage: Substantial damage - Fire: On-Ground - Flight: Personal, Part 91 - Operator: Adventure Alaska Tours Inc - Registered owner: Adventure Alaska Tours Inc - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 15, 2023, 42 hours before - Departed: 3TEB, Terlingua, TX - Destination: AVL, Asheville, NC - Flight plan: IFR - Airport: 81R, San Saba County Municipal - Equipment: Electronic primary flight display, Electronic multifunction display, Auto-pilot, ADS-B, Stall warning system, Handheld GPS ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 63; injuries: none; commercial; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, without waivers/limitations; last flight review April 27, 2021; seat: left; restraint: 3-point; flight hours: 4,500 total, 2,300 in this make and model, 4,500 as pilot in command, 35 in the last 90 days, 12 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 300° at 10 knots - Visibility: 8 statute miles - Lowest ceiling: none - Temperature: 64 °F, dew point 45 °F - Altimeter: 29.61 inHg - Observed at: KAQO, 27 nm away - METAR: METAR KAQO 251555Z AUTO 30010KT 8SM CLR 18/07 A2961 RMK AO2= ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20240325003589A](https://openairdocs.org/incident/20240325003589A), Mar 25, 2024: Cessna T210M, San Saba, TX, Destroyed. Pilot reported a drop in manifold pressure and decided to make a precautionary landing. While decending engine power was lost. Pilot landed about 150 ft short… ## Docket (6 files) The files NTSB released with the investigation on April 15, 2026, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=193987. 12.1 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 9 pages, 3.8 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19416633&FileExtension=pdf&FileName=NTSB%20Form%206120%20Pilot%20Operator%20Report%20CEN24LA140_Redacted-Rel.pdf - Investigative photos (item 2, PDF, 6 pages, 5 photos, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20101105&FileExtension=pdf&FileName=Accident%20Report%20Photographs%201-Rel.pdf - Engine data monitor - specialist report (item 3, PDF, 14 pages, 8 photos, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20101357&FileExtension=pdf&FileName=NTSB%20Factual%20Report%20-%20EDM%20updated-Rel.pdf - Engine data monitor raw data (item 4, CSV, 477 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19416685&FileExtension=csv&FileName=Attachement%201%20-%20Tabular%20Data-Rel.csv - Engine examination statement (item 5, PDF, 1 page, 101 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19431739&FileExtension=pdf&FileName=N498TB%20Examination%20Report_Redacted-Rel.pdf - FAA engine examination summary (item 6, PDF, 14 pages, 18 photos, 4.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=20101890&FileExtension=pdf&FileName=Record%20of%20Conversation%20-%20FAA-Rel.pdf From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.