ERA12LA224

The pilot had just purchased the airplane and was flying it back to his home airport. When filing his flight plan, the pilot estimated that the time en route for the cross-country flight was 6 hours 30 minutes and that he had 7 hours 30 minutes of fuel on board; however, he planned to stop for fuel at an intermediate airport. The pilot did not stop at the planned fuel stop. Instead, he continued toward an airport about 300 miles further along his route of flight. While being vectored for a visual approach to that airport, after flying for 4 hours 17 minutes, the engine lost all power. The airplane impacted a wooded area about 8 miles from the airport. Examination of the wreckage revealed that there was no fuel onboard. A subsequent test-run of the engine revealed that it was capable of producing full power. Before the purchase, the airplane’s 285-horsepower engine had been converted to a 310-horsepower engine. The increased power also resulted in increased fuel burn, which the pilot did not account for in his fuel planning. Review of performance data revealed that at 75 percent power, the airplane had an endurance of about 4 hours 30 minutes, not including the fuel needed for start, taxi, takeoff, and climb.

On March 13, 2012, about 2245 eastern daylight time (EDT), a Cessna T210J, N2275R, operated by a private individual, was substantially damaged during a forced landing into trees, following a total loss of engine power near Rabbit Hash, Kentucky. The certificated commercial pilot was seriously injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and a visual flight rules (VFR) flight plan was filed for the planned flight to Buffalo-Lancaster Regional Airport (BQR), Lancaster, New York. The flight departed Waco Regional Airport (ACT), Waco, Texas, at 1828 EDT. Due to his injuries, the pilot was unable to provide a statement. He had recently purchased the airplane from Ram Aircraft L.P., and was flying it back to his home airport, which was BQR. Ram Aircraft had converted the 285-horsepower engine to a 310-horsepower engine, which also resulted in a greater fuel burn. According to data from Lockheed Martin, the pilot telephoned flight service at 1407. He filed a VFR flight plan and received a standard weather briefing for the planned trip. While filing the flight plan, the pilot stated that the estimated time enroute was 6 hours, 30 minutes and the fuel onboard was 7 hours, 30 minutes; however, he planned to make a fuel stop at Malden Regional Airport (MAW), Malden, Missouri. The pilot also stated that his proposed departure time was 1630. Review of the airport facility directory for MAW revealed that it was attended until 1900 on the day of the accident. According to radar and communication data from the Federal Aviation Administration (FAA), at 2224, the pilot advised Indianapolis Center that he wanted to stop at Cincinnati/Northern Kentucky International Airport (CVG), Covington, Kentucky, for fuel. At 2229, the pilot checked-in with Cincinnati Approach and advised that the airplane was at 11,500 feet. The Cincinnati Approach controller acknowledged the transmission and confirmed that the pilot wanted to stop for fuel. She then told the pilot to expect runway 36R at CVG and instructed him to fly 070 degrees as a vector to the final approach for the runway. The pilot was also instructed to descend at pilot's discretion to 6,500 feet, which he acknowledged. At 2236, the pilot was instructed to descend and maintain 3,500 feet, which he also acknowledged. At 2242, the pilot was instructed to descend to 2,500 feet and that CVG was at his eleven o'clock position. The pilot reported that he did not have the airport in sight yet. The controller replied that it was not a problem and when the airplane was closer, she would have him turn northbound, which would line up the airplane for the runway. The pilot replied thank you and 25 seconds later, at 2243, stated that the engine just quit. The controller acknowledged the emergency and stated that the closest airport was CVG at 10 o'clock and 10 miles. At 2244, the pilot asked where CVG was and the controllerreplied that it was at 12 o'clock and 7 miles. The pilot replied that it was too far. At 2245, the pilot stated "I'm going to land here," but did not know where he was. No further transmissions were received from the accident airplane. The last radar target was recorded at 2244:56, about 8 miles southwest of CVG and 1/2 mile southwest of the accident site, indicating an altitude of 900 feet. Examination of the accident site by an FAA inspector revealed that the wreckage came to rest about 70 degrees nose-down in a wooded area. The inspector noted that the left main fuel tank remained intact and did not contain any fuel. The right main fuel tank was compromised and did not contain any fuel. The fuel selector was found positioned to the left main fuel tank. The wreckage was recovered to a hangar and the engine was subsequently test-run at the manufacturer's facility, under the supervision of an NTSB investigator. The engine was able to run up to 2,700 rpm. A JPI electronic fuel-flow indicator was recovered from the cockpit and forwarded to the NTSB Vehicle Recorders Laboratory for data download. The non-volatile memory of the unit stored fuel used and fuel remaining values. Review of the data revealed that fuel used was 99 gallons and fuel remaining was 0 gallons; however, to accurately display fuel remaining, the unit needed to be manually reset after every refueling. The investigation could not determine when the unit was last reset. The airplane held 89 gallons of usable fuel. Review of Ram Aircraft Recommended Power Settings information revealed that at 75 percent power, the engine burned 19.5 gallons per hour, not including fuel used for engine start, taxi, takeoff, and climb.