Cessna T210M accident near Dodge City, Kansas, September 28, 1995
On September 28, 1995 at about 1:34 am local time, a Cessna T210M, registered N7660E, was substantially damaged in an accident near Dodge City, Kansas. It was a business flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot's improper use of the auxiliary fuel boost pump during descent which led to fuel flooding and loss of combustion.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 28, 1995 · about 1:34 am local time
- Place
- Dodge City, Kansas · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna T210M · all T210Ms on the register
- Registration
- N7660E · no longer on the register · serial 21062692
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that after descending on the initial approach segment of the ILS approach, he pushed the throttle forward to add power and level off upon reaching the assigned altitude. The pilot stated that he did not receive an increase in engine power. He then turned the fuel boost pump ON, but no additional power was obtained. Losing altitude and airspeed, the pilot realized that the airplane was not going to be able to make it the airport, and a forced landing was made on a field. Postaccident examination revealed no mechanical abnormalities. The engine was successfully started and it ran to 1500 RPM. The pilot stated that he always turns the auxiliary fuel pump ON during all approaches. Normal Operating Procedures in the Pilot Operating Handbook recommends that the auxiliary fuel boost pump be in the OFF position during descent.
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; rotorcraft: helicopter
- Flight time: 1,393 hours in all; 650 in this make and model; 125 in the last 90 days; 36 in the last 30 days; 1,100 as pilot in command; 236 on instruments
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,294 hours
- Last inspection: annual inspection, July 12, 1995
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-L (piston); 0 hours total
The flight
- Departed from: SGF Springfield MO at 11:00 pm
- Destination: DDC KS
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: night, dark
- Wind: from 160° at 13 knots
- Visibility: 5 statute miles
- Sky: overcast at 700 ft; not recorded
- Temperature: 63°F (17°C), dew point 61°F (16°C)
- Altimeter: 29.00 inHg
- Observation at 1:56 am from DDC, 15 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 N7660E 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.