Cessna T210L accident near Driggs, Idaho, August 5, 1983
On August 5, 1983 at about 6:10 pm local time, a Cessna T210L, registered N5469V, was substantially damaged in an accident near Driggs, Idaho (Driggs Municipal 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 NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 5, 1983 · about 6:10 pm local time
- Place
- Driggs, Idaho · Driggs Municipal
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210L · all T210Ls on the register
- Registration
- N5469V · registry record · serial 21060958
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PLT STATED THAT THE FUEL TANKS WERE TOPPED OFF ON THE DAY BEFORE HE DEPARTED EL MONTE, CA. HE ESTIMATED THAT THE ACFT HAD 534 LBS OF FUEL ON BOARD & CONSUMED 80 PPH DURING CRUISE AT 9500 FT MSL. ACCORDING TO THE PLTS OPERATING MANUAL, THE ACFT HAD AN ENDURANCE OF 6.7 HRS WITH NO RESERVE. DURING THE FLT, THE PLT SWITCHED TANKS AT 1/4 TANK INTERVALS. WHEN HE WAS ABOUT 40 MI FROM HIS DESTINATION, THE LEFT TANK WAS EXHAUSTED. HE SELECTED THE RIGHT TANK & HAD AN INDICATION THAT IT WAS STILL 1/4 FULL. WHILE ON FINAL APPROACH TO THE DRIGGS MUNI ARPT, THE ENGINE LOST POWER. WHILE LANDING IN A FIELD, THE NOSE WHEEL ENCOUNTERED A SHARP HOLE & FAILED, THEN THE ACFT WENT OVER ON ITS TOP. NO FUEL WAS FOUND IN EITHER FUEL TANK DURING AN ON SCENE EXAMINATION.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,928 hours in all; 92 in this make and model; 8 in the last 90 days; 3,800 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,270 hours
- Last inspection: annual inspection, March 23, 1983
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-H (piston); 0 hours total
The flight
- Departed from: EMT Elmonte CA at 1:10 pm
- Destination: U59 Driggs ID
- Flight plan: none
- Runway 21, 5,200 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 330° at 6 knots
- Visibility: 60 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 61°F (16°C)
- Altimeter: 30.00 inHg
- Observation at 5:50 pm from IDA, 45 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.
Other NTSB records under N5469V the same tail number, which may have belonged to a different aircraft at the time
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.