Cessna T210M accident near Richmond, Utah, October 1, 1994
On October 1, 1994 at about 10:45 pm local time, a Cessna T210M, registered N732VK, was destroyed in an accident near Richmond, Utah. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
THE LOSS OF ENGINE OIL PRESSURE DUE TO AN OIL LEAK FROM A LOOSE OIL LINE FITTING. FACTORS WERE THE OBSCURATION, AND THE UNSUITABLE TERRAIN AT THE PILOT'S DISPOSAL.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 1, 1994 · about 10:45 pm local time
- Place
- Richmond, Utah · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Cessna T210M · all T210Ms on the register
- Registration
- N732VK · no longer on the register · serial 21061807
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE COMMERCIAL PILOT REPORTED TO ATC THAT HIS ENGINE WAS LOSING OIL PRESSURE WHILE IN CRUISE FLIGHT AT FL190. THE PILOT REQUESTED TO DEVIATE TO A NEARBY AIRPORT AND ATC CLEARED HIM TO DESCEND TO 12,000 FEET. THE PILOT ENTERED INSTRUMENT CONDITIONS AS HE PROCEEDED TO THE AIRPORT. DURING HIS EMERGENCY DESCENT, THE PILOT COMMUNICATED HIS INTENTIONS TO THE UNICOM OPERATOR AT THE AIRPORT OF INTENDED LANDING. WHEN ASKED ABOUT HIS LOCATION, THE PILOT STATED THAT HE WAS 8 MILES EAST, HAD LOST HIS OIL PRESSURE, AND HOPED HE DIDN'T HIT ANY OF THE MOUNTAINS. SEARCH AND RESCUE AIRCRAFT RESPONDING TO THE ELT SIGNAL REPORTED THAT THE MOUNTAINS WERE OBSCURED AT THE TIME OF THE ACCIDENT. THE AIRPLANE WAS LOCATED 400 FEET BELOW THE CREST OF A 9,765 FOOT MOUNTAIN. THE BELLY AND UNDERSIDE OF THE FUSELAGE WAS COVERED WITH FRESH OIL. EXAMINATION OF THE ENGINE REVEALED THAT A 'B' NUT ON A BRAIDED OIL LINE CONNECTING THE OIL PUMP TO THE TURBOCHARGER WAS LOOSE. THE ENGINE TEARDOWN FOUND NO INTERNAL EVIDENCE OF LUBRICATION OR THERMAL DISTRESS WITHIN THE ENGINE.
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: single-engine land; instrument: airplane; rotorcraft: glider
- Flight time: 2,932 hours in all; 2,695 in this make and model; 1,829 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,695 hours
- Last inspection: annual inspection, June 30, 1994; 56 hours since
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-R (piston); 0 hours total
The flight
- Departed from: 041 Woodland CA at 7:00 am
- Destination: LND Lander WY
- Flight plan: IFR
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 0.2 statute miles
- Sky: not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
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.
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.