History of Flight
On October 26, 2013, at 1946 mountain daylight time, a Cessna T210M, N761BP, landed in a field following a loss of engine power near Scipio, Utah. The airplane was registered to Pro Air Services of Provo LLC and operated by the pilot under 14 Code of Federal Regulations Part 91. The commercial pilot, an airline transport pilot-rated passenger, and three additional passengers were not injured. The airplane sustained substantial damage to the firewall, right wing, and right horizontal stabilizer. The cross-country flight departed Bryce Canyon Airport, Bryce Canyon, Utah, at 1909, with a planned destination of Provo Municipal Airport, Provo, Utah. Visual meteorological conditions prevailed, and no flight plan had been filed.
The pilot-rated passenger, seated in the front right seat, reported that after fueling at Bryce Canyon, they departed north via Gunnison to avoid terrain. During cruise, he turned to talk to passengers when the engine sound changed abruptly. The propeller was still turning, but the airplane began descending. He pushed the mixture control forward to full rich and adjusted the throttle, while the pilot trimmed for best glide speed. The pilot confirmed both magnetos were on, and they planned for a forced landing. Just before landing, the passenger extended the landing gear. They landed in a field adjacent to a road within a valley, about 14 miles south of Scipio. During the flare, the airplane struck a wire fence, and the right main landing gear collapsed.
The pilot reported that he could not recall the exact circumstances surrounding the loss of engine power and that he "froze up" during the flight. He stated there were no mechanical defects and that he failed to turn on the engine boost pump after the power loss.
The airplane was equipped with a Garmin GPSMap 296 GPS receiver. Track data showed that about 12 minutes after departure from Bryce Canyon (elevation 7,590 feet), the airplane flew north to a maximum altitude of 11,290 feet, then gradually descended over Table Mountain, leveling off at 8,200 feet 8 minutes later. After 10 minutes, it turned left over Sigurd and flew northwest. Shortly thereafter, the airplane began descending with reduced airspeed. The last recorded position was about 2 minutes later, just south of the accident site at 6,032 feet. The airplane glided about 3.7 nautical miles, matching the pilot operating handbook glide range. For the last 2 miles, the airplane flew directly over and in line with Highway 50, a two-lane paved road 40 feet wide, level, and free of obstacles.
Pilot Information
The 74-year-old pilot held a commercial pilot certificate with ratings for airplane single-engine land, multiengine land, and instrument airplane. He also held a flight instructor certificate for single- and multiengine land. He did not hold a valid FAA medical certificate; his application was denied on May 23, 2013. The pilot stated he was pilot-in-command, and due to his medical status, the pilot-rated passenger acted as a "safety pilot." In an interview, he reported that his medical condition may have interfered with his judgment during the flight.
Aircraft Information
The high-wing, single-engine airplane was manufactured in 1977, equipped with a turbocharged Continental Motors TSIO-520 engine. An annual inspection was completed on April 19, 2013, at a total airframe time of 2,462.8 flight hours. The engine had accumulated 1,395.5 flight hours since major overhaul. The pilot reported 46 flight hours since the annual inspection.
Post-Accident Examination
A deputy from the Millard County Sheriff's Office documented the airplane the following day. He observed no obvious anomalies; both wing fuel tanks contained fuel but appeared breached and leaking slowly.
The airplane was examined by an airframe and powerplant mechanic under NTSB and FAA oversight. The mechanic checked the fuel supply system for integrity and blockage, confirmed operation of the auxiliary fuel pump, fuel selector valve, and fuel vents, and found the gascolator and all screens clear. Spark plugs were "good," magneto timing was correct, and magnetos produced sparks at each plug when the engine was rotated. Propeller, throttle, and mixture control continuity was confirmed. No anomalies that would have precluded normal operation were found.