Cessna 210-5 accident near Hobbs, New Mexico, February 11, 1997
On February 11, 1997 at about 7:35 pm local time, a Cessna 210-5, registered N1866Z, was substantially damaged in an accident near Hobbs, New Mexico (Hobbs/Lea County Muni airport). It was a personal flight under general aviation rules (Part 91). 1 person was seriously injured and 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power due to fuel starvation for undetermined reasons. A factor was the pilot's continued flight after a fuel consumption anomaly was encountered.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 11, 1997 · about 7:35 pm local time
- Place
- Hobbs, New Mexico · Hobbs/Lea County Muni · map
- Type
- Accident
- Injuries
- 1 person was seriously injured and 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 210-5 · all 210-5s on the register
- Registration
- N1866Z · no longer on the register · serial 205-0066
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After about 70 minutes of cross country flight, the engine quit. After noticing that the left fuel tank gauge was reading 'empty', the pilot switched to the right tank, restarted the engine and proceeded to his destination. After about another 90 minutes of uneventful flight, while on final approach to land, the engine quit again and the pilot executed a forced landing. Examination of the aircraft revealed that the right wing fuel tank was empty and the left wing tank was found to contain approximately 9 gallons of fuel. Fuel tank structural integrity was not compromised and there were no noticeable fuel stains around the engine compartment or on the belly skin of the aircraft. The fuel selector valve was found in the right tank position and the fuel return line fitting was found separated from the engine firewall. Inspection of the threads on both the male and female connection point of fitting revealed deformations. The pilot reported that the aircraft was topped off with 84 gallons of fuel prior to departure, and with a burn rate of 14.5-15.5 gallons per hour he should have had about 37 gallons of fuel left at his destination (348 nautical miles distance traveled). He reported no fuel odors in flight.
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; instrument: airplane
- Flight time: 847 hours in all; 406 in this make and model; 47 in the last 90 days; 20 in the last 30 days; 743 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,367 hours
- Last inspection: annual inspection, May 10, 1996; 104 hours since
- Maximum gross weight: 3,300 lb
- Seats: 6
- Landing gear: fixed
- Engine: Continental IO-520 (piston); 0 hours total
The flight
- Departed from: CRS Corsicana TX at 4:30 pm
- Destination: HOB
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 170° at 8 knots
- Visibility: 30 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 34°F (1°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.