Cessna T210H accident near Boulder, Colorado, May 26, 1992
On May 26, 1992 at about 5:50 pm local time, a Cessna T210H, registered N57AB, was substantially damaged in an accident near Boulder, Colorado (Boulder Municipal airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
POWER LOSS DUE TO LOW FUEL PUMP PRESSURE AND A CHAFED UPPER DECK REFERENCE LINE. A FACTOR WAS: THE PILOT'S INABILITY TO MAINTAIN DIRECTIONAL CONTROL DUE TO A PARTIALLY EXTENDED MAIN LANDING GEAR.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 26, 1992 · about 5:50 pm local time
- Place
- Boulder, Colorado · Boulder Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210H · all T210Hs on the register
- Registration
- N57AB · registry record · serial T210-0374
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT SAID HE TOOK OFF, RETRACTED THE LANDING GEAR, AND CLIMBED TO AN ALTITUDE OF ABOUT 100 FEET WHEN THE ENGINE SUDDENLY LOST POWER. THE PILOT EXTENDED THE LANDING GEAR FOR AN ON AIRPORT FORCED LANDING. WHEN THE AIRPLANE TOUCHED DOWN, THE NOSE GEAR HAD EXTENDED AND LOCKED BUT THE MAIN GEARS WERE ONLY PARTIALLY EXTENDED. THE PILOT WAS UNABLE TO MAINTAIN DIRECTIONAL CONTROL AND THE AIRPLANE SKIDDED OFF THE RUNWAY. POST ACCIDENT EXAMINATION DISCLOSED THE ENGINE DRIVEN FUEL PUMP COULD NOT PRODUCE RATED PRESSURE AT HIGH POWER SETTINGS. IN ADDITION, THERE WAS A HOLE IN THE UPPER DECK REFERENCE LINE DUE TO CHAFING AGAINST THE GENERATOR MOUNTING BRACKET.
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: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 8,000 hours in all; 50 in this make and model; 40 in the last 90 days; 15 in the last 30 days; 8,000 as pilot in command; 3,000 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,447 hours
- Last inspection: annual inspection, December 5, 1991; 1 hours since
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-A (piston); 0 hours total
The flight
- Departed from: 1V5 at 5:50 pm
- Destination: 2V2 Longmont CO
- Flight plan: none
- Runway 8, 4,100 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 120° at 6 knots
- Visibility: 5 statute miles
- Sky: broken clouds at 1,100 ft; not recorded
- Temperature: 52°F (11°C), dew point 41°F (5°C)
- Altimeter: 29.00 inHg
- Observation at 5:50 pm from BJC, 11 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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 N57AB 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.