Cessna T210J accident near Englewood, Colorado, March 25, 1990
On March 25, 1990 at about 8:40 pm local time, a Cessna T210J, registered N2KD, was substantially damaged in an accident near Englewood, Colorado (Centennial airport). It was a business flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S LOSS OF DIRECTIONAL CONTROL DURING AN ABORTED TAKEOFF.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 25, 1990 · about 8:40 pm local time
- Place
- Englewood, Colorado · Centennial · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210J · all T210Js on the register
- Registration
- N2KD · registry record · serial T210-0436
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT TAXIED FOR TAKEOFF AND ATTEMPTED TO ROTATE AT 70 KNOTS. HE SAID FULL AFT PRESSURE ON THE YOKE WOULD NOT CAUSE THE PLANE TO LIFT OFF. HE ATTEMPTED TO ABORT AFTER THE PLANE REACHED 90 KNOTS, BUT LOST CONTROL. THE PLANE DEPARTED THE RUNWAY TO THE RIGHT AND STRUCK A CULVERT IN A DITCH. THE NOSE GEAR COLLAPSED, AND THE PLANE NOSED DOWN. THE FIREWALL, GEAR, PROPELLER AND PART OF THE FUSELAGE WERE BENT. THE PILOT SAID THIS WAS THE FIRST FLIGHT FOLLOWING REPAIRS PERFORMED ON THE AUTOPILOT. THE PILOT SAID HE ALWAYS ROLLED THE ELEVATOR TRIM WHEEL A HALF- TURN FORWARD FOR TAKEOFF, SINCE HE ALWAYS LEFT THE TRIM FULLAFT AT LANDING. HE DID NOT NOTE THE INDICATOR POSITION, SINCE THE INDICATOR WAS BROKEN PRIOR TO THE ACCIDENT. A POSTACCIDENT INSPECTION REVEALED THAT THE MECHANIC REPAIRED THE INDICATOR AND SET TRIM TO NEUTRAL IN ORDER TO COMPLETE THE MAINTENANCE. NO FAULT WAS FOUND WITH THE TRIM OR AUTOPILOT SYSTEM. A CESSNA ENG. ESTIMATED THE REPORTED TRIM SETTING WOULD REQUIRE CONSIDERABLE STRENGHT TO OVERCOME FOR TAKEOFF.
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
- Flight time: 6,160 hours in all; 4,886 in this make and model; 30 in the last 90 days; 16 in the last 30 days; 6,145 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Last inspection: inspection type not recorded; 0 hours since
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-HI (piston); 0 hours total
The flight
- Destination: OKC Oklahoma City OK
- Flight plan: IFR
- Runway 10, 4,900 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 360° at 5 knots
- Visibility: 40 statute miles
- Sky: overcast at 8,000 ft; not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
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 N2KD 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.