Cessna T-210M accident near Albuquerque, New Mexico, February 8, 1986
On February 8, 1986 at about 8:10 pm local time, a Cessna T-210M, registered N210TA, was destroyed in an accident near Albuquerque, New Mexico (Albuquerque airport). It was a personal flight under general aviation rules (Part 91). 3 people were seriously injured. The weather was instrument conditions (cloud, fog or low visibility).
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
- February 8, 1986 · about 8:10 pm local time
- Place
- Albuquerque, New Mexico · Albuquerque · map
- Type
- Accident
- Injuries
- 3 people were seriously injured.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna T-210M · all T-210Ms on the register
- Registration
- N210TA · registry record · serial 21062454
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT TOOK OFF ON THE 13,373 FOOT RWY IN IMC CONDITIONS ON AN IFR FLT PLAN. THE ARPT CONTROL TWR CONTROLLER OBSERVED THE ACFT AT MIDFIELD AFTER TAKEOFF, EMITTING BLACK SMOKE AND INFORMED THE PLT. THE PLT REQUESTED AND WAS CLEARED FOR LANDING. THE ACFT WAS OBSERVED IN A LEFT TURN UNTIL VISUAL CONTACT WAS LOST IN CONDITIONS OF LOW CEILING AND VIS. ATTEMPTS TO CONTACT THE ACFT BY RADIO WERE UNSUCCESSFUL. THE ACFT WRECKAGE WAS LOCATED ON TOP OF AN ACFT HANGAR LOCATED ONE QUARTER MILE NORTH OF THE RWY. POST ACCIDENT INSPECTION OF THE ENG AND ACFT REVEALED THE PISTON CROWNS, CYLINDER HEADS, INTAKE VALVES AND SPARK PLUGS WERE COVERED WITH BLACK SOOT. THE MIXTURE CONTROL WAS IN THE FULL RICH POSITION AND THE AUX FUEL PUMP WAS ON. THE ACFT OPERATOR HANDBOOK REQUIRES THE AUX FUEL BOOST PUMP BE 'OFF' AND THE MIXTURE ADJUSTED TO LESS THAN 186 POUNDS PER HOUR FUEL FLOW DURING INITIAL TAKEOFF ROLL.
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; single-engine sea; instrument: airplane
- Flight time: 1,686 hours in all; 1,292 in this make and model; 9 in the last 90 days; 3 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,525 hours
- Last inspection: annual inspection, July 3, 1985; 74 hours since
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-R (piston); 0 hours total
The flight
- Destination: SKX Taos NM
- Flight plan: IFR
- Runway 8, 13,373 ft by 300 ft
Weather at the time
- Light: daylight
- Wind: from 340° at 6 knots
- Visibility: 1 statute miles
- Sky: broken clouds at 700 ft
- Temperature: 25°F (-4°C), dew point 21°F (-6°C)
- Altimeter: 29.00 inHg
- Observation at 8:11 pm from ABQ
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.