Cessna 210L accident near Telluride, Colorado, May 19, 1990
On May 19, 1990 at about 10:00 pm local time, a Cessna 210L, registered N2403S, was substantially damaged in an accident near Telluride, Colorado (Telluride Reg. airport). It was a business flight under general aviation rules (Part 91). 3 people were seriously injured and 1 person had minor injuries; 2 others were unhurt. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S FFAILURE TO MAINTAIN FLYING SPEED WHICH RESULTED IN A STALL. FACTOR WAS WIND SHEAR REPORTED OFF DEPARTURE END OF RWY.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 19, 1990 · about 10:00 pm local time
- Place
- Telluride, Colorado · Telluride Reg. · map
- Type
- Accident
- Injuries
- 3 people were seriously injured and 1 person had minor injuries; 2 others were unhurt.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 210L · all 210Ls on the register
- Registration
- N2403S · no longer on the register · serial 21061271
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AFTER HAVING DISCUSSED THE LOCAL ADVERSE WIND CONDITIONS NEAR THE DEPARTURE END OF THE RUNWAY WITH AIRPORT OPERATION PERSONNEL, THE PRIVATE PILOT ELECTED TO ATTEMPT THE FLIGHT. HE SAID THAT DURING HIS TAKEOFF CLIMB HE UNEXPECTEDLY ENCOUNTERED A VERY STRONG DOWNDRAFT. IN AN ATTEMPT TO MAINTAIN ALTITUDE, THE AIRCRAFT STALLED AND COLLIDED WITH THE GROUND. DESPITE WARNING FROM AIRCRAFT PERSONNEL, THE PILOT STATED BEFORE THE FLIGHT THAT HE SHOULD ATTEMPT TO CLIMB OVER ADVERSE WINDS RATHER THAN MAINTAIN ADDITIONAL AIRSPEED. THE AIRPLANE WAS VERY NEAR MAXIMUM GROSS WEIGHT AND THE PILOT USED 20 DEGREES OF FLAPS, INSTEAD OF THE RECOMMENDED 10. THE PILOT WAS AWARE OF A BOOKLET AT THE AIRPORT WARNING OF HAZARDOUS WIND CONDITIONS, ESPECIALLY WHEN WINDS WERE SOUTHERLY IN EXCESS OF 10 M.P.H. DENSITY ALTITUDE WAS 10,760 FEET.
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: 384 hours in all; 121 in this make and model; 44 in the last 90 days; 15 in the last 30 days; 334 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,441 hours
- Last inspection: 100-hour inspection, March 16, 1990; 67 hours since
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-L (piston); 0 hours total
- Operator: San Diego Flying Club
The flight
- Destination: MYF San Diego CA
- Flight plan: VFR
- Runway 27, 6,900 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 220° at 8 knots
- Visibility: 25 statute miles
- Sky: scat at 10,000 ft
- Temperature: 54°F (12°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 10:35 pm from TEX, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 | 1 | 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.