Cessna 210 accident near Salt Lake City, Utah, April 1, 1985
On April 1, 1985 at about 8:13 pm local time, a Cessna 210, registered XBCKE, was substantially damaged in an accident near Salt Lake City, Utah (Slat Lake City airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries; 4 others were unhurt. 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
- April 1, 1985 · about 8:13 pm local time
- Place
- Salt Lake City, Utah · Slat Lake City
- Type
- Accident
- Injuries
- 1 person had minor injuries; 4 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 210 · all 210s on the register
- Registration
- XBCKE · no longer on the register · serial 21064040
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
ON APRIL 1, 1985, A CESSNA 210 WITH MEXICAN REGISTRY, XBCKE,PILOTED BY A MEXICAN NATIONAL, LOST ENGINE POWER AND LANDED SHORT OF THE RUNWAY AT SALT LAKE CITY INTERNATIONAL AIRPORT THE FLIGHT HAD DEPATED THE GRAND CANYON AZ AIRPORT. POST ACCIDENT EXAMINATION OF THE AIRCRAFT REVEALED THAT 3 1/2 QTS OF FUEL WAS IN THE LEFT TANK. THE RIGHT TANK WAS 1/2 FULL NO FUEL WAS FOUND IN THE ENGINE FUEL LINES. THE PLT STATED HE FOUND THE FUEL GAUGES WERE NEVER ACCURATE. HE DID NOT REFUEL TO FILL THE ACFT PRIOR TO TAKEOFF BUT ESTIMATED 60 GALLONS OF FUEL ON BOARD THE ACFT . THE FUEL SELECTOR WAS ON THE RT TANK AFTER THE ACCIDENT. THE PLT DID NOT STATE WHEN THE SELECTOR WAS USED OR TO WHAT POSITION DURING THE FLT. ONLYTHE MAGS AND BOOST PUMPS WERE MENTIONED IN THE PLTS WRITTEN ACTIVITIES PERFORMED DURING THE INTERVAL FROM 'RECOGNIZED' LOSS OF PWR BY THE PLT TO THE LANDING SHORT OF THE RWY. NO MALFUNCTIONS OR DISCREPANCIES WERE FOUND DURING THE INVESTIGATION. THE FUEL WAS CHECKED FOR WATER OR CONTAMINENTS & NOTHING EXTRAORDINARY WAS SEEN.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,500 hours in all; 430 in this make and model; 30 in the last 90 days; 400 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 333 hours
- Last inspection: 100-hour inspection, August 16, 1984
- Maximum gross weight: 2,100 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-R (piston); 0 hours total
The flight
- Departed from: Grand Canyon AZ at 6:40 pm
- Destination: SLC Salt Lake City UT
- Flight plan: IFR
- Runway 34R
Weather at the time
- Light: daylight
- Wind: from 330° at 8 knots
- Visibility: 40 statute miles
- Sky: clear
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 4 |
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.