Cessna T210M accident near Delta, Utah, September 22, 2006
On September 22, 2006 at about 10:20 pm local time, a Cessna T210M, registered N732PC, was substantially damaged in an accident near Delta, Utah. It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A loss of engine power for an undetermined reason during cruise flight.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 22, 2006 · about 10:20 pm local time
- Place
- Delta, Utah · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210M · all T210Ms on the register
- Registration
- N732PC · no longer on the register · serial 21061657
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot said the airplane was climbing through 13,200 feet, on an IFR clearance, in instrument meteorological conditions, when the engine "choked once" and immediately quit operating. He said there was approximately 1/2 inch of rime ice, or more, on the airplane. He established a best-glide airspeed, and selected the closest airport on his GPS. As he broke out of the clouds, at approximately 8,000 feet, he saw the airport in front of him. He attempted an engine restart with no success. During the restarting attempt, he did not use the auxiliary fuel pump to prime the engine as specified in the "Engine Failure During Flight" checklist in the Pilot Operating Handbook. The pilot said he flew directly to the middle of the airport, instead of setting up for a landing. As he approached the airport, he put the landing gear down. He realized that he was at a low altitude, approximately 750 feet above the ground, but attempted to make a 180 degree turn to the airport beneath him. He landed in a field, and rolled into the airport's perimeter fence. The airplane nosed over, damaging the vertical stabilizer, the right wing, and the fuselage. During the postaccident examination of the airplane, an engine ground run was successfully performed. No preaccident anomalies were identified with the airplane or 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: private, recreational
- Ratings: single-engine land; instrument: airplane
- Flight time: 620 hours in all; 261 in this make and model; 24 in the last 90 days; 2 in the last 30 days; 524 as pilot in command
- Last flight review: April 1, 2006
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Last inspection: annual inspection, July 1, 2006
- Maximum gross weight: 4,000 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-R (piston); 0 hours total
The flight
- Departed from: BTF Bountiful UT at 9:30 pm
- Destination: CDC Cedar City UT
- Flight plan: IFR
Weather at the time
- Light: daylight
- Wind: from 250° at 20 knots, gusting 27
- Visibility: 10 statute miles
- Sky: broken clouds at 8,000 ft; a few clouds at 6,500 ft
- Temperature: 57°F (14°C), dew point 25°F (-4°C)
- Altimeter: 29.96 inHg
- Observation at 9:52 pm from MLF, 30 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.