Introduction
On September 2, 2012, at 2054 central daylight time, a Cessna T210M, registration N761YN, operated by a private individual, was substantially damaged when it impacted trees during a forced landing following a total loss of engine power while in cruise flight near Tillatoba, Mississippi. The private pilot was seriously injured. The personal flight was conducted under 14 Code of Federal Regulations Part 91. Night visual meteorological conditions prevailed, and no flight plan was filed.
Flight History
The flight departed Suffolk Executive Airport (SFQ), Suffolk, Virginia, about 1526, destined for Olive Branch Airport (OLV), Olive Branch, Mississippi. The pilot had telephoned flight service at 1505 and received a weather briefing for the planned visual flight rules (VFR) flight. The flight service specialist advised of thunderstorms along the route due to the remnants of Hurricane Isaac and did not recommend VFR flight. The pilot remarked about deviating south to avoid thunderstorms and indicated he may delay the flight or land at a closer airport if weather deteriorated. He declined further weather briefing information.
According to a fuel receipt, the airplane was completely fueled at SFQ about 1 hour prior to departure. Review of data from a handheld global positioning system (GPS) receiver revealed the airplane departed at 1526 and flew a course south of a direct route to OLV, without any en route stops. The last GPS point was recorded near the accident site at 2054, showing a GPS altitude of 469 feet and a groundspeed of 67 knots. The GPS data indicated the flight lasted 5 hours 28 minutes.
Weather and Diversion
The airplane was in radio and radar contact with Memphis Center. At 1925, the controller advised the pilot of severe weather at OLV. The pilot acknowledged and reported seeing the same. At 1955, the pilot stated he was still 45 minutes away due to deviations and hoped the severe weather would move out. At 2010, the controller relayed information from Memphis Approach that the severe weather was moving southeast at only 12 knots. The pilot acknowledged and said he planned to divert to University-Oxford Airport (UOX), Oxford, Mississippi.
At 2024, the pilot advised he was diverting to Water Valley Municipal Airport (33M), Water Valley, Mississippi, as lightning was getting too close to UOX. The controller acknowledged, advised of no traffic, terminated radar services, and instructed the pilot to enter a VFR transponder code. The pilot acknowledged and thanked the controller. No further communications were received. At that time, the airplane was about 10 miles south of 33M. It descended and circled over 33M at 2029, but then continued north until 2040, reversed course near Panola County Airport (PMU), Batesville, Mississippi, and flew south until the end of data approximately 13 miles west-southwest of 33M.
Accident Sequence
A witness driving near 33M about 2030 saw an airplane with its landing lights on descending as if to land at 33M. Weather conditions at the airport were good, with no ceiling, a slight breeze, and runway lights on. The airplane flew northwest parallel to the runway and then continued northwest out of sight. At the time, severe storms were present to the north and northeast.
Examination of the wreckage by an FAA inspector revealed both wings separated during impact, and no evidence of fuel was observed at the accident site. The propeller blades exhibited little to no rotational damage.
Wreckage and Engine Examination
The engine was examined after the airplane was recovered to a hangar. The examination, which included a successful test-run of the engine, did not reveal any preimpact mechanical malfunctions.
Pilot Information
The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent FAA third-class medical certificate was issued on August 26, 2010. At that time, he reported a total flight experience of 2,525 hours. Due to his injuries, the pilot could not recall the accident sequence.
Review of an endurance chart from a pilot's operating handbook for the same make and model revealed that at 70 percent power, the airplane had an endurance of approximately 5 hours 10 minutes, which did not account for fuel used during engine start, taxi, takeoff, and climb.