Cessna 210A accident near Peyton, Colorado, December 23, 1996
On December 23, 1996 at about 5:01 am local time, a Cessna 210A, registered N6680X, was substantially damaged in an accident near Peyton, Colorado (Meadow Lake airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's improper fuel management by failing to avoid a prolong uncoordinated turn or slip, which resulted in fuel starvation. Factors relating to the accident were: darkness, and the lack of (activated) runway lights.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 23, 1996 · about 5:01 am local time
- Place
- Peyton, Colorado · Meadow Lake · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 210A · all 210As on the register
- Registration
- N6680X · no longer on the register · serial 21057680
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While en route, the pilot learned of deteriorating weather at the destination (Greeley, CO) and diverted to Peyton, CO. After arriving at the new destination, the pilot circled the airport twice as he tried to activate the runway lights. He tried to activate the lights by keying the microphone with the radio set at 123.0 mHz. He then contacted the Colorado Springs control tower to confirm that he was using the proper frequency. Tower personnel assured him that 123.0 mHz was the correct frequency. However, the frequency had been changed to 122.7 mHz two months previously, and the change had been published in the Airport Facility Directory. As the pilot circled the airport a third time, the engine lost power. The pilot attempted to land on a road, but the airplane was substantially damaged when it struck a power line and roadside sign post. Salvage personnel drained 6 and 5 gallons of usable fuel from the left and right fuel tanks, respectively. Cessna's Pilot Safety and Warning Supplements cautioned pilots to avoid prolonged uncoordinated turns or slips, when the fuel level was less than 1/4 tank, so as not to inadvertently uncover fuel tank outlets.
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: 605 hours in all; 495 in this make and model; 21 in the last 90 days; 18 in the last 30 days; 554 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,169 hours
- Last inspection: annual inspection, November 20, 1996; 20 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470-E (piston); 0 hours total
The flight
- Departed from: PNC Ponca City OK at 1:50 am
- Destination: 00V
- Flight plan: none
- Runway 15, 5,999 ft by 60 ft
Weather at the time
- Light: night, bright
- Wind: at 6 knots, gusting 20
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 43°F (6°C), dew point 10°F (-12°C)
- Altimeter: 29.00 inHg
- Observation at 5:54 am from COS, 15 miles away
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.