YOUNGSTOWN, OH, USA
N732TU
Cessna T210M
During an ILS/Localizer approach at dusk, the airplane's engine lost power, and the airplane collided with trees and a fence during a forced landing. The airplane came to rest inverted, about 3,000 feet short of the runway threshold. At the time of the accident, snow was falling, and the ceiling was 600 feet. Postaccident examination of the airframe did not reveal any anomalies. The engine was operationally checked on a test stand, and no anomalies were noted. The engine's air intake systems were destroyed. The left fuel tank was breached, and no fuel stains or residual fuel were found in or around the left tank. About one gallon of fuel was drained from the right fuel tank. 'Frozen fuel' was noted from the right fuel tank cap to the ground. Fuel was found throughout the fuel system and engine. A toxicology check of the pilot's urine tested positive (0.591 ng/ml) for morphine, but none was detected in his blood. According to medical personnel, his urine could have tested (false) positive at that level from ingestion of normal food products.
HISTORY OF FLIGHT On February 25, 1995, about 1802 eastern standard time, a Cessna T210M, N732TU, owned and operated by the pilot, lost total engine power during an ILS approach to runway 32 at the Youngstown Municipal Airport, Youngstown, Ohio. During the emergency descent the airplane impacted trees and came to rest on the ground about 3,000 feet short of the runway. The pilot was fatally injured. The airplane was destroyed. Instrument meteorological conditions prevailed and an Instrument Flight Rules (IFR) flight plan was filed during the flight. The flight departed Portland, Maine, about 1350 and was destined for the Youngstown Municipal Airport. The flight was conducted under 14 CFR Part 91. According to Federal Aviation Administration records, on the morning of the accident, N732TU departed Youngstown about 0725 and arrived at the Portland International Jetport (PWM) at 1000. Fueling records at a Fixed Base Operator at PWM show that N732TU was fueled at 1030 and was given 37 gallons of 100LL. Federal Aviation Administration records revealed N732TU departed Portland at 1350 under visual flight rules (VFR). About 1435, the pilot of N732TU contacted the Boston Air Route Traffic Control Center (ARTCC) and reported that the flight was VFR at an altitude of 8,500 feet. At 1446, the pilot reported to the Boston ARTCC that at 8,500 feet there was a "stiff headwind." The flight continued at 8,500 feet until about 1727 when the pilot of N732TU requested an IFR clearance to the Youngstown Municipal Airport. An IFR clearance was granted and N732TU was cleared for the ILS approach to runway 32. At 1757, the pilot of N732TU broadcasted, "2TU has lost its engines." No further communications from the pilot were received. PERSONNEL INFORMATION The pilot held a private pilot certificate with single engine, multiengine, and single engine sea ratings. He also held an instrument airplane rating. According to the pilot's flight records, at the time of the accident he had accrued about 4,742 flight hours. A formal pilot log book was not recovered. AIRCRAFT INFORMATION According to the airplane's log books, it received an annual inspection on August 10, 1994. Since the annual inspection, the airplane had accrued about 83 flight hours. The Cessna Model T210M has two fuel tanks; one in each wing. Each fuel tank has a capacity of 45 gallons, of which, 1/2 gallon is unusable. According to the Cessna T210M Endurance Profile Chart in the Pilot Operating Handbook, at a 80% power setting, the airplane's endurance is about 4.5 flight hours. A 100% power setting curve was not available. This endurance time includes a 45 minute fuel reserve. (See attached chart for details). METEOROLOGICAL INFORMATION At 1804, the Youngstown weather reporting facility recorded the following surface observation: Measured 600 scattered, measured 1,500 overcast; 1 1/2 miles visibility, light snow; temperature 32 degrees Fahrenheit (F); dew point 30 degrees F; wind 310 at 4 knots; altimeter 30.13 inches Hg. WRECKAGE AND IMPACT INFORMATION The airplane and accident site were examined on February 26 and 27, 1995. Examination of the accident site revealed the airplane came to rest inverted on the ground at a water storage facility. Trees east of the accident site had broken tree limbs and a grate over a water storage facility was missing. A fence surrounding the water storage facility was knocked down and the airplane came to rest beyond the damaged fence. The instrument panel and cabin area were destroyed. The engine was displaced aft and its air induction system was destroyed. The propeller assembly was found broken away from the engine in the water storage facility. The three propeller blades were intact and were unremarkable. The engine was examined and compression and continuity were established. The engine driven fuel pump and electrical fuel pump were intact and functioned. Fuel was found throughout the fuel system and the fuel flow distribution unit was full of fuel. The fuel system was clear of debris. (See attached Continental Powerplant Inspection Report for engine damage details). The airplane's wings were still attached to the fuselage. The skin on both wings were crushed and twisted. The flaps were extended 10 degrees. Flight control continuity was established. The left wing fuel tank was breached. No fuel stains were noted around the breach and no fuel was in the fuel tank. The right wing fuel tank was intact and frozen fuel was visible from its cap to the ground. About one gallon of fuel was drained from the tank. The fuel selector handle was positioned on the right fuel tank. The empennage remained attached to the fuselage except for a portion of the outboard section of the right horizontal stabilizer. The outboard section was found at the accident site tangled in fence debris. MEDICAL AND PATHOLOGICAL INFORMATION The autopsy was performed by Dr. W. A. Cox at the Summit County Coroner's Office located in Akron, Ohio. Toxicology was performed by Dr. Canfield at the Civil Aeromedical Institute located in Oklahoma City, Oklahoma. Toxicological test results were negative, except for 0.591 ng/ml morphine detected in urine, not blood. Dr. Canfield reported that that level of morphine in urine could be obtained through ingestion of normal food products. He also stated that since there was no morphine detected in the blood, it was probably not a factor in the accident. ADDITIONAL INFORMATION Engine Test Run The engine was transported to an engine examination facility and was placed on an engine test stand. The engine was started and ran with no anomalies noted. Due to damage incurred during the accident sequence, some engine parts were replaced/fixed for the purpose of the test run. (See attached Engine Test documentation for details). Pilot's Notes Notes found in the airplane were assumed to be the pilot's fuel management records for the two flights flown on the day of the accident. (See attached Pilot's Notes). For the flight to Portland, Maine, the pilot wrote: Off 12:25; RT 0:00-1:00; Lt 1:00. For the accident flight the pilot wrote: Off 1900; Lt 0:00-1:04; Rt 1:04-3:01; Lt 3:01. The fuel selector was found positioned on the right fuel tank. Wreckage Release The airplane was released to Al Fiedler, representative of American Eagle Group Inc., Imperial, Pennsylvania.
loss of engine power for undetermined reason(s). Factors relating to the accident were: the weather conditions (restricted visibility with snow falling), reduced light condition at dusk, and the lack of suitable terrain for an emergency landing.
Source: NTSB Aviation Accident Database
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