# Incident 20220222000939I: Cessna 210M, Ashburn, VA, February 22, 2022 - Type: FAA incident report (Accident/Incident Data System), as reported - Date: February 22, 2022, 16:34 local time - Place: Ashburn, VA - Damage: Minor damage - Phase of flight: Landing: Approach - Operating rules: Air taxi and commuter (Part 135) - Operator: XGNA - Location: 39.0254° N, 77.4688° W: Placed by OpenAirDocs: center of Ashburn, VA, within about 6 miles (OpenAirDocs) - Nearby events: https://openairdocs.org/map.md?lat=39.0254&lon=-77.4688&mi=10 - Aircraft: N732YA, a cancelled registration (https://openairdocs.org/deregistered/N732YA-2026-06-24) (OpenAirDocs) - Registry model: Cessna 210M (registry code 2073450, https://openairdocs.org/model/cessna-210m) (OpenAirDocs) - Registry engine: Continental IO-520 series (registry code 17032, https://openairdocs.org/engine/continental-io-520-series) (OpenAirDocs) - Reported make and model: CESSNA 210M - Reported engine: CONT MOTOR IO 520 SERIES - People aboard: 1 - Fatal injuries: 0 - Other injuries: 0 - Pilot certificates: Commercial pilot, flight instructor - Pilot flight hours: 2,500 total, 171 in this make and model, 171 in the last 90 days - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20220222000939I ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. INVESTIGATION: I WAS NOTIFIED BY FAA ROC THAT ON FEBRUARY 22, 2022, AT 16:34L EST (21:34Z), ON AN IFR FLIGHT WHICH DEPARTED NEWARK INTERNATIONL AIRPORT (KEWR) EN ROUTE TO DULLES INTERNATIONAL AIRPORT (KIAD), AIRMAN ^PRIVACY DATA OMITTED^ COMMERCIAL PILOT CERTIFICATE NUMBER^PRIVACY DATA OMITTED^, WAS OPERATING FLIGHT NUMBER ^PRIVACY DATA OMITTED^ (N732YA) WHEN HE FAILED TO COMPLY WITH 14 CFR 91.167. HE THEREBY EXPERIENCED A LOSS OF ENGINE POWER AND WAS FORCED TO LAND THE AIRPLANE SHORT OF HIS DESTINATION OFF AIRPORT. PILOT BEGAN DUTY DAY AT 0930Z AT BKL. PILOT WAS PROPERLY CERTIFICATED AND CURRENT WITH CURRENT MEDICAL. AIRCRAFT WAS PROPERLY REGISTERED AND MAINTAINED. ALL LEGS WERE CONDUCTED IFR AND COORDINATED WITH COMPANY DISPATCH. PILOT CHECKED FUEL LOAD DURING PREFLIGHT. ALL SUBSEQUENT PLANNING AND REFUELING WAS BASED ON THIS NUMBER AND CALCULATED FUEL BURN. FIRST LEG WAS PART 91 REPO TO BOS. FUEL TANK WAS SWITCHED EVERY 30 MINUTES AND RECORDED IN WRITING. SECOND LEG WAS PART 135 ORGAN TRANSPORT BOS TO EWR. LINE PERSONNEL REFUELED AIRPLANE AT EWR AS DIRECTED BY PILOT. PILOT VERIFIED FUEL LOAD FROM FUEL BURN CALCULATIONS AND REFUEL BILLING BUT DID NOT PHYSICALLY OBSERVE FUEL LEVEL IN TANK OR REFUELING. PILOT'S CALCULATIONS INDICATED APPROXIMATELY 24 GAL FUEL ON BOARD AT EWR PRIOR TO ADDING APPROX 10 GAL PER TANK. HE STATED THAT HE BELIEVED THAT HE HAD 54.0 GAL AVAILABLE AT TAKEOFF FOR THE PART 91 REPO FLIGHT TO IAD. (THIS APPEARS TO HAVE BEEN A CALCULATION ERROR). PILOT CONTINUED TO SWITCH TANKS EVERY 30 MINUTES AND RECORD CALCULATED FUEL BURN AND TOTAL. WHILE ON ILS RWY 19R AT IAD, PILOT BEGAN INITIAL CONFIGURATION FOR LANDING. SHORTLY THEREAFTER ENGINE RAN ROUGH AND QUIT. PILOT PERFORMED EMERGENCY MEMORY ITEMS FOR LOSS OF ENGINE POWER BUT DID NOT SWITCH FUEL TANK FROM RIGHT TO LEFT TANK. PILOT DECLARED EMERGENCY TO IAD TOWER, SQUAWKED 7700 AND ATTEMPTED RESTART BUT WAS UNSUCCESSFUL. PILOT FOUND AVAILABLE FORCED LANDING AREA AMONG CONGESTED AREA WITH NUMBEROUS HOUSES AND BUILDINGS AND HIGH POWER LINES, AND LANDED AIRPLANE AT APPROXIMATELY 2134Z WITHOUT POWER. OFF AIRPORT LANDING RESULTED IN DAMAGE ONLY TO THE WINDMILLING PROP. THE PILOT DID NOT SUSTAIN INJURIES. PILOT EVACUATED AIRCRAFT WITHOUT INJURY. IAD TWR ACTIVATED EMERGENCY RESPONSE INCL NOTIFYING POLICE AND FAA ROC. ROOT CAUSE ANALYSIS (RCA): SEE ITEM 43 BELOW. SUSPECT PILOT MISCALCULATED FUEL BURN AND FUEL ON BOARD AND THAT THERE WAS SOME LEVEL OF FUEL IMBALLANCE BETWEEN TANKS POSSIBLY DUE TO SWITCHING SEQUENCE. RESULT WAS INADEQUATE FUEL QUANTITY FOR EWR TO IAD LEG, PARTICULARLY IN RIGHT TANK, THAT CAUSED LOSS OF ENGINE POWER WITH FUEL SELECTOR ON RIGHT TANK. DURING THE EMERGENCY RESPONSE PILOT DID NOT SWITCH FUEL SELECTOR TO THE LEFT TANK THAT SUBSEQUENTLY WAS SHOWN TO HAVE HAD AT LEAST SOME FUEL, ESTIMATED TO BE 1/4 TANK. WHETHER THIS WAS A SATISFACTORY AMOUNT TO RESULT IN A SUCCESSFUL RESTART AT SUFFICIENT ALTITUDE TO ALLOW A NORMAL LANDING IS SPECULATIVE. CORRECTIVE ACTION: AIR CARRIER ALSO CONDUCTED RCA, INCLUDING EVALUATION OF FUEL MANAGEMENT POLICIES AND PROCEDURES AND PILOT'S FUEL MANAGEMENT PROCEDURES AND CALCULATIONS. AIR CARRIER CONDUCTED REMEDIAL FUEL MANAGEMENT PILOT TRAINING. RECOMMENDATIONS: I AM SATISFIED THAT THIS WAS AN INADVERTENT AND UNINTENTIONAL ERROR AND THAT THE PILOT INTENDED TO OPERATE IN COMPLIANCE WITH 14 CFR. I BELIEVE THAT AIR CARRIER TRAINING IS APPROPRIATE TO ENSURE CONTINUED COMPLIANCE. RECOMMEND NO FURTHER ACTION. ## Other reports on N732YA (1) Matched to the same aircraft by N-number and date. - [Incident 20020220008039I](https://openairdocs.org/incident/20020220008039I), Feb 20, 2002: Cessna 210M (N732YA), Fort Dodge, IA, Minor damage. (-23) Aircraft was on an IFR approach and landing for runway 30. The pilot reported the field insight, cancelled IFR and continued on the visual approach. The… From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.