# NTSB CHI96LA292: Cessna 210E, N4963U, Clarksville, MO, August 11, 1996 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: August 11, 1996, 12:15 local (17:15 UTC) - Place: Clarksville, MO - Coordinates: 39.36956, -90.900215 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=39.3696&lon=-90.9002&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report April 29, 1997 - Report: Approved by Office Director - NTSB case key (mKey): 10357 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI96LA292 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/10357/pdf - Page: https://openairdocs.org/ntsb/CHI96LA292 ## Probable cause fuel starvation for undetermined reason(s). Factors relating to the accident were: the crop, and the uphill terrain condition in the emergency landing area. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power, cruise - normal - fluid,fuel - starvation (cause) - reason for occurrence undetermined (cause) - Forced landing, emergency descent/landing - On ground/water encounter with terrain/water, emergency landing - terrain condition - uphill (contributing factor) - terrain condition - crop (contributing factor) - Nose gear collapsed, emergency landing - landing gear,nose gear - overload ## Analysis The pilot stated the airplane was topped off with fuel on the day before the flight. He reported that one hour into the flight, the engine ran rough, and the fuel flow dropped to 4 gph. He switched fuel tanks, enriched the mixture, and turned on the boost pump, which resulted in a momentary increase in fuel pressure. The fuel pressure then dropped again, and a forced landing was made. The forced landing was in a field which the pilot described as being uphill. The nose gear separated from the airplane during the landing. Inspection of the airplane revealed the left fuel tank was empty, and the right fuel tank was 1/2 to 3/4 full. The fuel selector was positioned on the left tank. No discrepancies were noted with the engine or fuel system which would have resulted in the loss of power. ## Factual narrative On August 11, 1996, at 1215 central daylight time, a Cessna 210E, N4963U, operated by a commercial pilot collided with the terrain during an off airport forced landing in Clarksville, Missouri. The forced landing in a bean field resulted as a loss of engine power. The pilot and passenger were not injured. The airplane was substantially damaged. The 14 CFR Part 91 personal flight was operating in visual meteorological conditions on an IFR flight plan. The flight originated from Camdenton, Missouri, at 1110 cdt. The pilot reported the airplane had been topped off with 25 gallons of fuel on the previous day. He reported that approximately one hour into the flight, the engine lost power and began to run rough at which time he noticed the fuel flow decreased to 4 gph. He stated he enriched the fuel mixture, switched fuel tanks and turned on the boost pump. He reported that the fuel flow momentarily increased to 12 gph prior to dropping back down. The pilot stated that with the boost pump on, a strong odor of fuel was present in the cockpit. Unable to regain engine power, the pilot initially selected a county road on which to land, but due to cars on the road he landed in a bean field. The pilot reported that the bean field was slightly uphill and the nose gear separated from the airplane during the landing. He stated the airplane slid on the nose cowl and the right wing tip prior to coming to a stop. Post accident inspection of the wreckage by an inspector from the Federal Aviation Administration Kansas City Flight Standards District Office revealed the right wing fuel tank was 1/2 to 3/4 full of fuel and the left wing fuel tank was empty. He reported the fuel selector was selected to the left tank. No anomalies with the fuel system or engine were discovered which would have resulted in the loss of engine power. ## Aircraft - Registration: [N4963U](https://openairdocs.org/aircraft/N4963U), registered now, S/N 21058663, built 1965 (OpenAirDocs) - Reported make and model: Cessna 210E - Registry model: [Cessna 210E](https://openairdocs.org/model/cessna-210e) (registry code 2073416) (OpenAirDocs) - Registry engine: [Continental IO-520 series](https://openairdocs.org/engine/continental-io-520-series) (registry code 17032, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 210-58663 - Airframe hours: 1844 - Engines: Continental IO-520-A 285 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: John W. Irwin - Airworthiness certificate: Standard, Normal - Last inspection: Annual, August 1, 1996, 6 hours before - Departed: H21, CAMDENTON, MO - Destination: PMV, PLATTSMOUTH, NE - Flight plan: IFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 58; commercial; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 2, valid medical--w/ waivers/lim; seat: left; flight hours: 625 total, 135 in this make and model, 516 as pilot in command, 25 in the last 90 days, 10 in the last 30 days, 2 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Visibility: 12 statute miles - Lowest ceiling: none - Temperature: 81 °F ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19960811029939A](https://openairdocs.org/incident/19960811029939A), Aug 11, 1996: Cessna 210E, Clarksville, MO, Substantial damage. Pilot smelled fuel and lost engine power, oil pressure. Landed in a bean field. (.4)the pilot stated the airplane was topped off with fuel on the day before… From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- 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.