On February 12, 1995 about 2050 eastern standard time, N1RB, a Cessna 210L airplane, piloted by Marvin E. Fisher, was substantially damaged on landing in Dayton, Ohio. Visual meteorological conditions prevailed. The pilot and four passengers were not injured. The departure point was Lexington, Kentucky. The destination was Dayton, Ohio. The flight was conducted under 14 CFR part 91. According to the Federal Aviation Administration, the pilot intended to land on runway 27. Runway 27 is not equipped with lights and the pilot decided it was to dark, so he elected to land on runway 20. The airplane touched down to the left of centerline, veered off the left side of the runway, impacted a snow bank and nosed over. The pilot reported there was no mechanical malfunctions. The pilot stated, "...(Dayton General Airport) winds were 10 (knots) gusting to 30 (knots) from 260 degrees..." The winds reported from Dayton International Airport, which is 19 miles north of the accident site, was 300 degrees at 15 knots. The pilot stated during the approach he was using a crab technique to counteract the wind drift. During the landing roll he used rudder and brakes for directional control. He stated he did not use his ailerons for directional control on the ground because they are only effective in flight. The crosswind component chart shows a maximum crosswind component of 26 knots for the conditions of that flight, use of runway 20 with the winds from 260 degrees at 10 knots gusting to 30 knots. According to the Pilot Operating Handbook, the maximum demonstrated crosswind velocity: takeoff or landing is 21 knots. According to the Flight Training Handbook, AC61-21A, "...Particularly during the after-landing roll, special attention must be given to maintaining directional control by use of rudder, or nosewheel/tailwheel steering, while keeping the upwind wing from rising by use of aileron....While the airplane is decelerating during the after-landing roll, more and more aileron must be applied to keep the upwind wing from rising. Since the airplane is slowing down there is less airflow around the ailerons and they become less effective. At the same time the relative wind is becoming more of a crosswind and exerting a greater lifting force on the upwind wing. Consequently, when the airplane is coming to a stop the aileron control must be held fully toward the wind."