Cessna T210M accident near Bullfrog, Utah, May 3, 1997
On May 3, 1997 at about 3:58 pm local time, a Cessna T210M, registered N732QB, was destroyed in an accident near Bullfrog, Utah (Bullfrog Basin airport). It was a personal flight under general aviation rules (Part 91). 4 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot-in-command's failure to maintain adequate flying airspeed, for reason(s) unknown, resulting in a subsequent stall.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 3, 1997 · about 3:58 pm local time
- Place
- Bullfrog, Utah · Bullfrog Basin · map
- Type
- Accident
- Injuries
- 4 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210M · all T210Ms on the register
- Registration
- N732QB · no longer on the register · serial 21061680
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
A witness at the airport observed the aircraft arrive and reported it as being 'slower and lower' than other aircraft he had seen arriving. He also reported that 'at the north end he (the aircraft) made a sharp left turn - he seemed vertical to the ground.' A witness in a different location confirmed seeing the aircraft at a high angle of bank. The aircraft impacted the ground approximately 40 degrees nose low and 90 degrees left wing down. The pilot was experienced in the accident aircraft and familiar with the airport. The aircraft's weight at the time of the accident was estimated to be between 3,350 to 3,800 pounds (the latter weight being maximum gross takeoff weight). No evidence of control or power plant malfunction was found. The flaps were fully extended as were the landing gear. The fire damaged remains of an assortment of tools, construction material, personal effects as well as a cooler of beer, all totaled to weigh an estimated 200 pounds minimally, were found in the cabin area. The pilot-in-command's toxicology was negative, however the rear left seat passenger screened positive for ethanol (0.14 gm/dl blood (heart) and 0.15 gm/dl vitreous).
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: 1,244 hours in all; 721 in this make and model
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,028 hours
- Last inspection: annual inspection, January 10, 1997; 29 hours since
- Maximum gross weight: 3,800 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental TSIO-520-R (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: GUC Gunnison CO at 2:45 pm
- Destination: U07
- Flight plan: none
- Runway 19, 3,500 ft by 40 ft
Weather at the time
- Light: daylight
- Wind: from 090° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 27°F (-3°C)
- Altimeter: 30.00 inHg
- Observation at 4:56 pm from PGA, 52 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.