Cessna T210F accident near Frederick, Maryland, October 6, 1993
On October 6, 1993 at about 9:35 pm local time, a Cessna T210F, registered N6773R, was substantially damaged in an accident near Frederick, Maryland (Frederick Muni airport). It was a ferry flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The mechanic's inadequate inspection and the pilot's inadequate preflight inspection which failed to detect water-contaminated fuel, resulting in a loss of engine power and a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 6, 1993 · about 9:35 pm local time
- Place
- Frederick, Maryland · Frederick Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210F · all T210Fs on the register
- Registration
- N6773R · no longer on the register · serial T210-0173
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRPLANE HAD NOT BEEN FLOWN IN 11 MONTHS AND IT HAD BEEN 22 MONTHS SINCE THE LAST ANNUAL INSPECTION. A SPECIAL PERMIT HAD BEEN ISSUED BY THE FAA TO ALLOW THE AIRPLANE TO BE FERRIED. THE FUEL TANKS HAD NOT BEEN SERVICED IN SEVERAL MONTHS. THE PILOT PREFLIGHTED THE AIRPLANE WITH A MECHANIC. THE MECHANIC HAD INSPECTED THE AIRPLANE 2 DAYS PRIOR TO THE FLIGHT AND RAN THE ENGINE FOR ABOUT 40 MINUTES. HE REMOVED DEBRIS FROM UNDER THE COWLING AND WATER FROM THE SUMPS. THE PILOT FOUND WATER IN THE DRAINS AND CONTINUED DRAINING THE SUMPS AND THE GASCOLATOR, UNTIL NO CONTAMINATION WAS OBSERVED. THE PILOT RAN THE ENGINE FOR ABOUT 10 MINUTES, FOLLOWED BY A NORMAL TAKEOFF. AT 300 FEET AGL THE ENGINE LOST POWER. THE PILOT TURNED TO A FORCED LANDING AREA. ENGINE POWER RETURNED AND THE PILOT ATTEMPTED TO RETURN TO THE AIRPORT. THE ENGINE LOST POWER AGAIN AND THE PILOT ATTEMPTED A LANDING ON THE AIRPORT. THE AIRPLANE TOUCHED DOWN ON SOD, ROLLED OUT, AND STRUCK A GRASS KNOLL. POST ACCIDENT INVESTIGATION REVEALED WATER AND FUEL IN THE LINES AND 1 1/2 INCHES OF WATER IN THE GASCOLATOR. THE ENGINE WAS STARTED AND RAN NORMALLY.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 730 hours in all; 5 in this make and model; 115 in the last 90 days; 47 in the last 30 days; 701 as pilot in command; 166 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,743 hours
- Last inspection: annual inspection, November 24, 1991; 16 hours since
- Maximum gross weight: 3,300 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-C (piston); 0 hours total
The flight
- Flight plan: none
- Runway 23, 5,220 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 160° at 12 knots
- Visibility: 20 statute miles
- Sky: clear
- Temperature: 64°F (18°C), dew point 45°F (7°C)
- Altimeter: 30.00 inHg
- Observation at 9:00 pm from MRB, 27 miles away
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.
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.