Accident Overview
On March 13, 2012, at approximately 2245 eastern daylight time (EDT), a Cessna T210J, registration N2275R, operated by a private individual, was substantially damaged during a forced landing into trees following a total loss of engine power near Rabbit Hash, Kentucky. The certificated commercial pilot was seriously injured. The personal flight was conducted under 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and a visual flight rules (VFR) flight plan was filed for the planned flight to Buffalo-Lancaster Regional Airport (BQR), Lancaster, New York. The flight departed Waco Regional Airport (ACT), Waco, Texas, at 1828 EDT.
Pilot and Aircraft Information
Due to his injuries, the pilot was unable to provide a statement. He had recently purchased the airplane from Ram Aircraft L.P. and was flying it back to his home airport, BQR. Ram Aircraft had converted the original 285-horsepower engine to a 310-horsepower engine, which also resulted in a greater fuel burn.
Preflight and Flight Planning
According to Lockheed Martin data, the pilot telephoned flight service at 1407. He filed a VFR flight plan and received a standard weather briefing. While filing, he stated the estimated time en route was 6 hours, 30 minutes and fuel onboard was 7 hours, 30 minutes; however, he planned a fuel stop at Malden Regional Airport (MAW), Malden, Missouri. The pilot also indicated a proposed departure time of 1630. Review of the airport facility directory for MAW showed it was attended until 1900 on the day of the accident.
Events Leading to the Accident
At 2224, the pilot advised Indianapolis Center that he wanted to stop for fuel at Cincinnati/Northern Kentucky International Airport (CVG), Covington, Kentucky. At 2229, he checked in with Cincinnati Approach, reporting altitude 11,500 feet. The controller acknowledged and told him to expect runway 36R at CVG, instructing a heading of 070 degrees as a vector to final approach. The pilot was also instructed to descend at his discretion to 6,500 feet, which he acknowledged.
At 2236, the pilot was instructed to descend and maintain 3,500 feet. At 2242, he was told to descend to 2,500 feet and that CVG was at his eleven o'clock position. The pilot reported not having the airport in sight. The controller stated it was not a problem and would turn him northbound when closer. At 2243, 25 seconds after acknowledging, the pilot reported that the engine had just quit. The controller acknowledged the emergency and stated CVG was at 10 o'clock and 10 miles. At 2244, the pilot asked where CVG was; the controller replied it was at 12 o'clock and 7 miles. The pilot said it was too far. At 2245, the pilot stated "I'm going to land here," but did not know his location. No further transmissions were received. The last radar target was recorded at 2244:56, about 8 miles southwest of CVG and half a mile southwest of the accident site, indicating an altitude of 900 feet.
Wreckage and Engine Examination
An FAA inspector examined the accident site, noting the wreckage came to rest about 70 degrees nose-down in a wooded area. The left main fuel tank remained intact and did not contain any fuel. The right main fuel tank was compromised and did not contain any fuel. The fuel selector was found positioned to the left main fuel tank.
The wreckage was recovered to a hangar, and the engine was test-run at the manufacturer's facility under NTSB supervision. The engine was able to run up to 2,700 rpm. A JPI electronic fuel-flow indicator was recovered and its non-volatile memory data showed fuel used as 99 gallons and fuel remaining as 0 gallons. However, the unit required manual reset after every refueling to display accurately; the investigation could not determine when it was last reset.
The airplane held 89 gallons of usable fuel. Review of Ram Aircraft Recommended Power Settings showed that at 75 percent power, the engine burned 19.5 gallons per hour, not including fuel for start, taxi, takeoff, and climb.