History of Flight
On December 16, 2017, at 2057 eastern standard time, a Cessna T210M airplane, registration N761YZ, impacted trees and terrain after a loss of engine power near Oldenburg, Indiana. The pilot, a pilot-rated passenger, and a passenger were fatally injured. The airplane was destroyed by impact forces and a postimpact fire. The aircraft was registered to N761YZ LLC and operated by the pilot as a personal flight under 14 CFR Part 91. Dark night visual meteorological conditions prevailed, and the flight was on an IFR flight plan. The flight departed Columbus Municipal Airport (BAK), Columbus, Indiana, at 2039, destined for Frederick Municipal Airport (FDK), Frederick, Maryland.
Earlier that day, the airplane had departed FDK about 0723, arrived at BAK about 1059, and fuel was purchased at 1202. It then departed BAK about 1207, arriving at Charles B Wheeler Downtown Airport (MKC), Kansas City, Missouri, about 1542. About 1632, the pilot obtained preflight weather briefings and filed IFR flight plans. The airplane departed MKC about 1657 and arrived at BAK about 1927. Fuel was again purchased at 2032.
The flight departed BAK from runway 23, turned left, and proceeded east. ATC instructed the pilot to climb to 11,000 ft msl. About 2052, the airplane reached about 7,450 ft msl before beginning a gradual descent, about 26 miles east of BAK and 4 miles southwest of Batesville Airport (HLB), Batesville, Indiana.
At 2052:14, the pilot-rated passenger declared an emergency. At 2052:30, the pilot transmitted "mayday" and reported a "partial engine failure," asking about diverting to HLB. ATC confirmed HLB was closest but listed as closed. The airplane turned left toward HLB. At 2053:23, the pilot stated they would not make it. ATC provided vectors. The airplane passed over HLB northbound at about 4,000 ft msl and then turned. At 2056:43, the pilot replied "I am southwest now sir" – the last transmission. The airplane impacted trees and terrain about 1-1/2 miles northeast of HLB's runway 18 approach threshold. The final ADS-B data point at 2057:28 showed altitude 1,200 ft msl.
A witness about 1/3 mile south-southeast of the accident site reported seeing the airplane at low level, quiet with no engine noise, lights on, then heard impact.
An NTSB performance study assuming total engine power loss from the maximum altitude showed the airplane was not within power-off glide range of any airport except HLB.
Personnel Information
The pilot held an airline transport pilot certificate with single- and multi-engine land ratings, and a flight instructor certificate. He had a second-class medical certificate issued August 30, 2016, with corrective lenses limitation. His most recent flight review was July 27, 2016. His total flight time was 2,986.0 hours, with 2,902.8 as pilot-in-command. He had 35.8 hours in the accident airplane over the preceding 2 years.
The pilot-rated passenger held a commercial pilot certificate with single-engine land and instrument ratings, and a flight instructor certificate. His medical certificate expired October 31, 2017. Most recent flight review was April 2, 2016. He had 2,136.7 total hours, 1,998.0 as pilot-in-command.
Aircraft Information
The airplane received its standard airworthiness certificate in July 1978. The current owner purchased it in December 2000. Minimum required crew was one pilot. The engine was overhauled in June 2007 at 4,655.2 hours total airframe time. An avionics upgrade was completed in May 2017. The most recent annual inspection was June 2017 at 4,904.9 hours total time and 249.7 hours since overhaul. The tachometer was destroyed in the fire.
Meteorological Information
Surface analysis showed clear skies and south winds at 10 knots or less. No significant weather echoes were present. Winds aloft forecast southwesterly at 36 knots or greater at 3,000 ft msl. BAK AWOS at 2045 recorded clear skies, wind 190° at 9 knots, 10 miles visibility. HLB AWOS at 2055 recorded overcast at 7,500 ft agl, variable wind 5 knots, 10 miles visibility. Dark night conditions existed.
Wreckage and Impact Information
The accident site was in a wooded ravine about 2 miles north of HLB. The debris path oriented about 315° magnetic. Initial tree strike was about 190 ft southeast of the main wreckage, which consisted of fuselage, right wing, and engine. Left wing, empennage, and propeller separated. Flaps up, gear retracted. Airframe examination showed no preimpact structural failure or flight control anomalies.
Engine teardown revealed the No. 4 piston had failed. Extensive damage to that piston; cylinders, remaining pistons, and valves showed impact damage from fragments. Metallic debris found in induction and exhaust systems. No debris in oil sump. Pistons were cast aluminum alloy with austenitic cast iron upper compression ring groove insert. The No. 4 piston separated from crown to upper ring land; the insert also separated and fragmented. Fracture surfaces were consistent with overstress. Lead deposits were present on portions of the piston bonded to the insert, with a 0.004-inch step on the lower interface. The No. 4 cylinder wall and piston skirt had scuff marks on the lower side.
Medical and Pathological Information
Autopsy of the pilot determined cause of death as multiple blunt force injuries. Toxicology identified atenolol, azacyclonol, and fexofenadine in blood and liver. No ethanol detected.
Autopsy of the pilot-rated passenger also determined multiple blunt force injuries. Significant cancer metastasis was present. Toxicology identified acetaminophen, 11-nor-9-carboxy-delta-9-THC (inactive metabolite) in blood and urine, atorvastatin, famotidine, ranitidine, and diphenhydramine.