# NTSB ERA12LA543: Cessna T210M, N761YN, Tillatoba, MS, September 3, 2012

- Type: NTSB accident investigation
- Classification: Accident · Serious injuries · Limited investigation · Final report
- Date: September 2, 2012, 20:54 local (Sep 3, 2012, 01:54 UTC)
- Place: Tillatoba, MS
- Coordinates: 34.008056, -89.865837 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=34.0081&lon=-89.8658&mi=10
- Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping)
- Defining event: [Enroute-cruise: Fuel exhaustion](https://openairdocs.org/ntsb-events/192)
- Highest injury: Serious injuries
- Injuries: 1 serious
- Status: Completed, report May 9, 2013
- Report: Approved by Office Director
- NTSB office: Eastern Region Aviation
- Parties: Cessna Aircraft Company, FAA/FSDO, Continental Motors Inc.
- NTSB case key (mKey): 84885
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA12LA543
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/84885/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=84885
- Page: https://openairdocs.org/ntsb/ERA12LA543

## Probable cause

The pilot's improper fuel management and his decision to continue flight in deteriorating weather conditions with low fuel, which resulted in a total loss of engine power due to fuel exhaustion.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Cessna T210M, 7 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=2073451), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md)
- [Planning/preparation: fuel planning](https://openairdocs.org/ntsb-findings/02061030): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Cessna T210M, 5 cases](https://openairdocs.org/ntsb-findings/02061030/cases.md?model=2073451), [All aircraft, 719 cases](https://openairdocs.org/ntsb-findings/02061030/cases.md)
- [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid management (probable cause); cases with it: [Cessna T210M, 7 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=2073451), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Enroute-cruise: Course deviation](https://openairdocs.org/ntsb-events/281); cases with it: [Cessna T210M, 2 cases](https://openairdocs.org/ntsb-events/281/sequence.md?model=2073451), [All aircraft, 52 cases](https://openairdocs.org/ntsb-events/281/sequence.md)
- [Enroute-cruise: Fuel exhaustion](https://openairdocs.org/ntsb-events/192) (defining event); cases with it: [Cessna T210M, 3 cases](https://openairdocs.org/ntsb-events/192/sequence.md?model=2073451), [All aircraft, 804 cases](https://openairdocs.org/ntsb-events/192/sequence.md)
- [Enroute-cruise: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341); cases with it: [Cessna T210M, 17 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2073451), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md)
- [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna T210M, 11 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2073451), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md)
- [Emergency descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna T210M, 18 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2073451), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md)

## Analysis

When the pilot planned the long cross-country flight, he told flight service personnel that he expected to have to deviate due to thunderstorms. The pilot further stated that he would stop short of the destination airport if he could not safely navigate around thunderstorm cells. About 5 hours into the flight, the pilot notified an air traffic controller that he was going to deviate to a nearby alternate airport, which was in clear weather conditions. As a result, flight-following services were terminated when the airplane was about 10 miles from the alternate airport. According to global positioning system (GPS) data and a witness on the ground, the airplane flew safely over the alternate airport and circled; however, rather than land, the airplane continued to fly toward the original planned destination. About 10 minutes later, GPS data showed that the airplane reversed its course toward the alternate airport. The airplane’s engine subsequently lost total engine power and the airplane collided with trees during the ensuing forced landing. The pilot reported that he was unable to recall the accident sequence because of accident-related injuries. Postaccident examination of the engine, which included a successful test-run, did not reveal any preimpact mechanical malfunctions. At the time of the accident, the airplane had flown 5 hours 28 minutes without refueling. According to the pilot’s operating handbook for the accident airplane, the airplane's endurance at 70% power was about 5 hours 10 minutes, not accounting for fuel used during engine start, taxi, takeoff, or climb.

## Factual narrative

On September 2, 2012, at 2054 central daylight time, a Cessna T210M, N761YN, operated by a private individual, was substantially damaged when it impacted trees during a forced landing, following a total loss of engine power while in cruise flight near Tillatoba, Mississippi. The private pilot was seriously injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Night visual meteorological conditions prevailed and no flight plan was filed for the flight that departed Suffolk Executive Airport (SFQ), Suffolk, Virginia, about 1526; destined for Olive Branch Airport (OLV), Olive Branch, Mississippi. The pilot telephoned flight service at 1505 and received a weather briefing for the planned visual flight rules (VFR) flight from SFQ to OLV. The flight service specialist advised of thunderstorms along the planned route of flight due to the remnants of Hurricane Isaac and he did not recommend VFR flight. The pilot remarked about deviating south to avoid thunderstorms, rather than flying a direct route to his planned destination. He further indicated that he may delay the flight, or land at a closer airport if weather deteriorated, and he declined any further weather briefing information from the flight service specialist. According to a fuel receipt, the airplane was completely fueled at SFQ about 1 hour prior to departure. Review of data recovered from a handheld global positioning system (GPS) receiver revealed that the airplane departed at 1526 and flew a course south of a direct route to OLV. Additionally, the airplane did not stop while enroute to OLV. The last GPS point was recorded near the accident site at 2054, indicating a GPS altitude of 469 feet and a groundspeed of 67 knots. The GPS data indicated that the accident flight was 5 hours 28 minutes long. According to data from the Federal Aviation Administration (FAA), the airplane was in radio and radar contact with Memphis Center. At 1925, the controller advised the pilot of severe weather at OLV. The pilot acknowledged the information and added that he was seeing the same thing at OLV. At 1955, the pilot stated that he was still 45 minutes away from OLV due to deviations and that the severe weather may move out of the area by the time he arrived. At 2010, the Memphis Center controller telephoned a Memphis Approach controller to get more weather information pertaining to OLV. The Memphis Approach controller advised that the severe weather was moving to the southeast at only 12 knots and it would be a while before it was clear of the area. The Memphis Center controller relayed the information to the pilot, which he acknowledged. The pilot then advised that he planned to divert to University-Oxford Airport (UOX), Oxford, Mississippi, which the controller acknowledged. At 2024, the pilot advised that he was diverting to Water Valley Municipal Airport (33M), Water Valley, Mississippi, as lighting was getting too close to UOX. The controlleracknowledged the new destination, advised of no traffic between the airplane and 33M, and terminated radar services with an instruction to the pilot to enter a VFR transponder code. The pilot acknowledged the instruction and thanked the controller for his help. No further communications were received from the accident airplane. At that time, the airplane was about 10 miles south of 33M. It descended and circled over 33M at 2029, but then continued north until 2040, where it reversed course near Panola County Airport (PMU), Batesville, Mississippi. The airplane subsequently flew in a southerly direction until the end of the data, which was approximately 13 miles west-southwest of 33M. A witness, who was driving his car near 33M about 2030, stated that he saw an airplane with its landing lights on and descending, as if it was going to land at 33M. At the time, the weather conditions were good at the airport with no ceiling, a slight breeze, and the runway lights were on. The airplane then flew northwest parallel to the runway and the witness thought that the pilot was setting up for an approach from the north; however, the airplane continued northwest out of sight. At the time, severe storms were present to the north and northeast. Examination of the wreckage by an FAA inspector revealed that both wings separated during impact and no evidence of fuel was observed in the vicinity of the accident site. Additionally, the propeller blades exhibited little to no rotational damage. The engine was examined after the airplane was recovered to a hangar. The examination, which included a successful test-run of the engine, did not reveal any preimpact mechanical malfunctions. The pilot held a private pilot certificate, with ratings for airplane single-engine land and instrument airplane. His most recent FAA third-class medical certificate was issued on August 26, 2010. At that time, the pilot reported a total flight experience of 2,525 hours. Due to his injuries, the pilot could not recall the accident sequence. Review of an endurance chart, contained in a pilot's operating handbook for the same make and model airplane, revealed that at 70 percent power, the airplane had an endurance of approximately 5 hours 10 minutes, which did not account for fuel used for engine start, taxi, takeoff, and climb.

## Aircraft

- Registration: [N761YN](https://openairdocs.org/deregistered/N761YN-2015-02-19), registration cancelled 2015-02-19, S/N 21062626, built 1978 (OpenAirDocs)
- Reported make and model: CESSNA T210M
- Registry model: [Cessna T210M](https://openairdocs.org/model/cessna-t210m) (registry code 2073451) (OpenAirDocs)
- Registry engine: [Continental TSIO-520 series](https://openairdocs.org/engine/continental-tsio-520-series) (registry code 17040, reciprocating) (OpenAirDocs)
- Category: Airplane
- Serial number: 21062626
- Airframe hours: 4270
- Engines: CONT MOTOR TSIO-520-R 285 horsepower reciprocating
- Damage: Substantial damage
- Flight: Personal, Part 91
- Operator: Byrd Kenneth M
- Registered owner: Byrd Kenneth M
- Airworthiness certificate: Standard, Normal
- Last inspection: Annual, October 13, 2011, 34 hours before
- Departed: SFQ, Suffolk, VA
- Destination: OLV, Olive Branch, MS

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 59; injuries: serious; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; seat: left; flight hours: 2,525 total

## Weather

- Conditions: Visual (VMC), Night
- Wind: 230° at 9 knots
- Visibility: 10 statute miles
- Lowest ceiling: none
- Temperature: 84 °F, dew point 72 °F
- Altimeter: 29.85 inHg
- Observed at: UOX, 27 nm away

## Docket (18 files)

The files NTSB released with the investigation on March 21, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=84885. 6.2 MB in all.

- GPS 17 - Specialist's Factual Report (item 1, .PDF, 1.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40377815&FileExtension=.PDF&FileName=GPS%2017%20-%20Specialist%27s%20Factual%20Report-Master.PDF
- GPS 17 - Attachment 1 - Tabular Data (CSV) (item 2, .CSV, 22 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40377816&FileExtension=.csv&FileName=GPS%2017%20-%20Attachment%201%20-%20Tabular%20Data%20(CSV)-Master.csv
- Engine Monitor 17 - Specialist's Factual Report (item 3, .PDF, 147 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40378825&FileExtension=.PDF&FileName=Engine%20Monitor%2017%20-%20Specialist%27s%20Factual%20Report-Master.PDF
- Pilot Statement (item 4, .PDF, 95 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40383396&FileExtension=.PDF&FileName=Pilot%20Statement-Redacted.PDF
- Interview Summary (item 5, .PDF, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382672&FileExtension=.PDF&FileName=Interview%20Summary-Master.PDF
- Witness Statement (item 6, .PDF, 153 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382893&FileExtension=.PDF&FileName=Witness%20Statement-Redacted.PDF
- Shelf Item - FSS Audio (item 7, .PDF, 179 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40395835&FileExtension=.PDF&FileName=Shelf%20Item%20-%20FSS%20Audio-Master.PDF
- Excerpts From ATC Transcript (item 8, .PDF, 935 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382720&FileExtension=.PDF&FileName=Excerpts%20From%20ATC%20Transcript-Redacted.PDF
- Excerpts From Aircraft Logbooks (item 9, .PDF, 724 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382673&FileExtension=.PDF&FileName=Excerpts%20From%20Aircraft%20Logbooks-Master.PDF
- Excerpt From Pilot's Operating Handbook (item 10, .PDF, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382688&FileExtension=.PDF&FileName=Excerpt%20From%20Pilot%27s%20Operating%20Handbook-Master.PDF
- Fuel Receipt (item 11, .PDF, 79 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382721&FileExtension=.PDF&FileName=Fuel%20Receipt-Master.PDF
- Weather Report (item 12, .PDF, 15 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382691&FileExtension=.PDF&FileName=Weather%20Report-Master.PDF
- Statement of Party Representatives to NTSB Investigation (item 13, .PDF, 235 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382686&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF
- Evidence Control Forms (item 14, .PDF, 128 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382690&FileExtension=.PDF&FileName=Evidence%20Control%20Forms-Master.PDF
- Photograph # 1: Main Wreckage (Photo Courtesy of FAA) (item 15, .PDF, 587 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382693&FileExtension=.PDF&FileName=Photograph%20%23%201%3A%20%20Main%20Wreckage%20(Photo%20Courtesy%20of%20FAA)-Master.PDF
- Photograph # 2: Left Wing (Photo Courtesy of FAA) (item 16, .PDF, 521 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382694&FileExtension=.PDF&FileName=Photograph%20%23%202%3A%20%20Left%20Wing%20(Photo%20Courtesy%20of%20FAA)-Master.PDF
- Photograph # 3: Right Wing (Photo Courtesy of FAA) (item 17, .PDF, 537 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382695&FileExtension=.PDF&FileName=Photograph%20%23%203%3A%20%20Right%20Wing%20(Photo%20Courtesy%20of%20FAA)-Master.PDF
- Photograph # 4: Empennage (Photo Courtesy of FAA) (item 18, .PDF, 605 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40382696&FileExtension=.PDF&FileName=Photograph%20%23%204%3A%20%20Empennage%20(Photo%20Courtesy%20of%20FAA)-Master.PDF

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.

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