CHI94LA073

THE AIRPLANE CRASHED SHORT OF THE RUNWAY DURING AN INSTRUMENT APPROACH. THE PILOT REPORTED A LOSS OF ENGINE POWER ABOUT 1/4 OF A MILE FROM THE RUNWAY THRESHOLD. HIS INITIAL ATTEMPT AT REGAINING POWER WAS SUCCESSFUL, AND THE ENGINE RAN FOR A FEW SECONDS AND THEN QUIT. THE PILOT SAID THE AIRPLANE WAS TOO LOW TO ATTEMPT A RESTART AND THE AIRPLANE LANDED HARD. POSTACCIDENT INSPECTION DISCOVERED NO MECHANICAL ANOMAlIES WITH THE ENGINE OR AIRFRAME. THE AIRPLANE'S PILOT OPERATING HANDBOOK REQUIRES THAT THE FULLEST TANK BE SELECTED FOR TAKEOFF AND LANDING, AND NOTES THAT SLIPS AND SKIDS SHOULD BE AVOIDED WITH LESS THAN 1/4 OF A TANK OF FUEL DUE TO THE POTENTIAL FOR UNPORTING OF THE FUEL PICKUP AND THE SUBSEQUENT LOSS OF ENGINE POWER. THE ACCIDENT AIRPLANE'S RIGHT FUEL TANK WAS APPROXIMATELY 1/2 FULL; THE LEFT FUEL TANK CONTAINED ABOUT 3 GALLONS OF GAS. THE FUEL TANK SELECTOR IN THE COCKPIT WAS FOUND SELECTED TO THE LEFT TANK.

On January 27, 1994, about 0125 central standard time, a Cessna T210M airplane, N1215M, sustained substantial damage following a loss of engine power and subsequent forced landing while on an instrument approach for runway 35 at Johnson County Industrial Airport, Olathe, Kansas. The commercial pilot reported serious injuries. The 14 CFR Part 135 on-demand all cargo air taxi flight was operating on an instrument flight plan in instrument meteorological conditions.

The pilot wrote in his report to the NTSB that prior to his instrument approach to Johnson County Industrial Airport (IXD), he made one instrument approach each to the Kansas City Downtown (MKC) Airport, and the Johnson County Executive Airport (OJC). Each approach resulted in a missed approach. Following the missed approach at OJC, the pilot said he saw the rotating beacon at IXD, and asked Air Traffic Control (ATC) for a radar vector there. The pilot requested and received an ILS approach for runway 35, although he said he had the airport visually during the entire approach. Approximately one-quarter of a mile from the runway, the pilot reported"...fuel pressure and manifold pressure, power loss. I push throttle in and activate all fuel pumps. Pressure increases, power returns, airplane nose turns left due to power increase. I am correcting to the right to realign to runway, when even with pumps still on, the airplane loses power again. Due to low air speed and airplane attitude, it noses down and impacts ground."

Postaccident inspection discovered no preimpact mechanical anomalies with the engine or airframe. The airplane's fuel tanks were intact, and the airplane had come to rest in an upright, nose down position. Approximately three gallons of fuel were removed from the left tank, and the forty-five gallon capacity right tank was about one-half full. The fuel selector was found selected to the left tank.

The pilot operating handbook (POH) for the T210M airplane lists all but one gallon of the fuel supply as usable. The POH also states that the fullest fuel tank should be used for takeoffs and landings. An excerpt from the POH reads, in part, "Unusable fuel is at a minimum due to the design of the fuel system. However, when the fuel tanks are 1/4 full or less, prolonged uncoordinated flight such as slips or skids can uncover the fuel tank outlets, causing fuel starvation and engine stoppage."