Cessna T210G accident near Bountiful, Utah, October 23, 1983
On October 23, 1983 at about 5:00 pm local time, a Cessna T210G, registered N6906R, was substantially damaged in an accident near Bountiful, Utah (Salt Lake Skypark airport). It was a personal flight under general aviation rules (Part 91). 2 people were seriously injured and 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 23, 1983 · about 5:00 pm local time
- Place
- Bountiful, Utah · Salt Lake Skypark · map
- Type
- Accident
- Injuries
- 2 people were seriously injured and 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210G · all T210Gs on the register
- Registration
- N6906R · no longer on the register · serial T210-0306
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING FLT AT 11,000 FT, THE PLT NOTED THAT THE FUEL FLOW GAGE WAS 'WIGGLING' & THE ENG 'DIDN'T SOUND REAL HEALTHY.' HE INCREASED THE MIXTURE SLIGHTLY & TURNED THE AUX FUEL PUMP TO 'LOW BOOST.' THE FUEL FLOW THEN STABILIZED 'PRETTY GOOD.' THE PLT SAID THAT A LITTLE LATER, THE FUEL FLOW GAGE'WAS STILL FLUCTUATING AROUND' & THE ENG DIDN'T SOUND RIGHT, SO HE SWITCHED THE AUX FUEL PUMP TO 'HI BOOST' & LEANED THE MIXTURE SLIGHTLY. THE ENG THEN RAN NORMALLY & HE CONTINUED TO THE DESTINATION & LEFT THE AUX FUEL PUMP AT 'HI BOOST.' ON FINAL APCH TO LAND WITH THE AUX PUMP STILL ON, THE ENG LOST POWER. UNABLE TO CLEAR OBSTRUCTIONS, THE PLT ELECTED TO LAND IN A FIELD SHORT OF THE RWY. DURING ROLL-OUT IN TALL GRASS, THE ACFT STRUCK A MOUND OF DIRT & NOSED OVER. NO PREIMPACT FAILURE WAS FOUND & FUEL WAS STILL REMAINING. ACCORDING TO THE OWNER'S MANUAL, FUEL VAPORIZATION CAN OCCUR; IF FUEL FLOW FLUCTUATES ABOVE 1 GAL/HR, POSITION AUX PUMP TO 'HI' & ADJUST THE MISTURE; WHEN FUEL FLOW IS STEADY FOR SVRL MIN, AUX PUMP CAN BE TURNED OFF & MIXTURE RESET.
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
- Flight time: 728 hours in all; 54 in this make and model; 25 in the last 90 days; 6 in the last 30 days
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,840 hours
- Last inspection: annual inspection, July 1, 1983; 35 hours since
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-C1 (piston); 0 hours total
The flight
- Departed from: SGU St. George UT
- Flight plan: none
- Runway 34, 4,700 ft by 70 ft
Weather at the time
- Light: daylight
- Visibility: 40 statute miles
- Sky: scat at 12,000 ft
- Temperature: 64°F (18°C), dew point 37°F (3°C)
- Altimeter: 30.00 inHg
- Observation at 4:50 pm from SLC, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 2 |
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.