SEA94FA062

The pilot declared to ATC that he had a partial loss of power, then made a long descent in visual conditions, and was fatally injured when the aircraft collided with terrain during the forced landing. Onsite examination of the wreckage revealed less than 1/2 gallon of fuel in the left tank. The fuel selector was positioned to the left tank and was operable. A small amount of fuel leaked out of the right tank following the accident. The engine was successfully test run following the accident. Witnesses reported observing the aircraft stall as the landing gear was extended. The flaps were found extended approximately 5 degrees. Moderate winds from the east were reported in southwestern Idaho at the time of the accident.

History of flight

On February 16, 1994, approximately 0936 hours mountain standard time (MST), a Cessna T210N II, N5182Y, registered to Terry Hoard, operated by H & H Aviation, Inc., d/b/a Terry Air, Inc., and being flown by Stephan P. Robison, a certificated commercial pilot, was destroyed during a loss of control and subsequent collision with terrain while executing a forced landing following a power loss during descent. The pilot sustained fatal injuries. Visual meteorological conditions prevailed and an IFR flight plan was in effect. The flight, which was a non publicly scheduled cargo (bank check delivery) flight, was to have been operated in accordance with the requirements set forth in 14CFR135, and originated from Spokane at 0753 hours MST.

At 0926:10 hours and approximately 36 nautical miles (nm) north northwest of the Boise airport the pilot of N5182Y contacted Boise approach control reporting "out of 9.5 for 7.5."

At 0932:05 hours approximately 22 nm north northwest of the Boise airport (9 nm northeast of the Emmett airport) the pilot radioed "I've got some engine problems" and inquired if the Payette airport nearby was his closest airport. The controller stated that Emmett was in the pilot's one-two o'clock position about 8 miles. The aircraft then began a right turn toward Emmett. During the next minute the pilot and controller discussed the location of the Emmett airport and the pilot radioed that "we're going to have to make a landing." At 0933:17 hours the controller inquired "are you still under power" and the pilot responded "Affirmative, just slight power sir." At 0934:28 hours the aircraft was approximately 5 nm north northeast of the Emmett Airport descending through 4300 feet MSL (mean sea level) and 17 seconds later the pilot radioed "have it in sight and I don't believe I'm gonna make it there" (refer to ATTACHMENTS CT-I [communication transcription] and RD-I [radar data]). The magnetic bearing from the last radar target to the ground impact site was plotted as approximately 250 degrees. A number of witnesses located in the vicinity of the accident site reported observing the aircraft flying low and heading in a west to northwesterly direction. The witnesses reported that when the landing gear were extended, the plane "nose dived into the field," "appeared to stall and rolled to (the) left and dropped," and "went down at a 45 degree angle" (refer to statements of Thomas, Hyde, Goodrum and Klingback).

The Gem County Sheriff's Office was notified of the accident at 0936 hours and arrived on site at 0940 hours. A small fire was observed in the vicinity of the left wingtip which was extinguished shortly after the accident. Fuel was observed leaking from the leading edge midspan area of the right wing (refer to photographs 1 through 4). Two 5 gallon plastic containers were subsequently placed beneath the leak. The containers were filled to within a few inches of their tops with an absorbent material. Sheriff Mark John reported to Mr. Joseph Hutterer (refer to Participant Status Sheet) that he was "at the site just a few minutes after impact while the fuel was flowing" and that "he estimated that the leakage lasted 8 to 10 minutes, 15 minutes maximum" (refer to attached letter of Joseph Hutterer of March 9, 1994).

Personnel information

The flight times entered within the flight time matrix in this report were based upon compilations from three logbooks recovered at the accident site. The first logbook was opened with an instructional flight on July 17, 1986, and the last flight documented in the third (consecutive) logbook was entered on February 12, 1994. Flight times following the February 12th entry were not documented. Pilot Robison had logged a total of 2,782 hours of which 95 hours (all pilot in command) were in the Cessna 210. He began flying with H & H Aviation on November 29, 1993, and logged a total of 23 hours in the Cessna 210 with the company. His last FAR Part 135 checkride was accomplished in a Cessna 401 while flying with Spokane Airways on July 27, 1993. There was no record of his receiving a Part 135 checkride in the Cessna 210 within the year previous to the accident.

Aircraft information

The aircraft was equipped with two, 45-gallon integral fuel cells (one per wing). The usable fuel per cell was 44.5 gallons. Additionally, there was a 14 gallon auxiliary tip tank on each wing. However, the operator indicated that these tanks were not used. Company computer records showed that a tire change was accomplished on February 14th (Monday) at a tach time of 1825.3 hours. Fuel records maintained by Western Aircraft, Inc. showed that the aircraft was subsequently topped off on this date with the addition of 47.3 gallons of 100 low lead aviation fuel. The tach time at the accident was observed to be 1835.7 hours. The total elapsed tach time was 10.4 hours. According to air logs found at the accident site, the aircraft was flown on the evening of the 14th from Boise to Spokane, departing at 1920 hours (MST) and arriving at 2115 hours (MST) respectively (1.92 hours elapsed time). The following morning (15th) the aircraft was flown from Spokane back to Boise, departing 0820 hours (MST) and arriving at 1010 hours (MST) respectively (1.83 hours elapsed time). There was no evidence the aircraft was fueled at Spokane during its stay. The aircraft then remained at Boise rather than continuing its eastbound cargo run and, according to fuel records maintained by Western Aircraft, Inc., the aircraft was subsequently topped off with the addition of 64.7 gallons of 100 low lead aviation fuel. The fueling was accomplished at approximately 0930 hours MST and there was no evidence of the aircraft being fueled thereafter. The aircraft had been originally scheduled for use on a check flight sometime after its arrival at Boise on the 15th and prior to its departure to Spokane that evening, however, this flight was cancelled. It could not be determined whether the aircraft was flown for any other purpose during this time frame.

The aircraft was then flown on the evening of the 15th from Boise to Spokane, departing at 1920 hours (MST) and arriving at an estimated time of 2115 hours (MST) respectively (1.92 hours elapsed time). The following morning (16th) the aircraft departed Spokane at 0753 hours (MST) and crashed at approximately 0936 hours MST (1.72 hours elapsed time). The total elapsed trip log flight time was approximately 7.39 hours. The unaccounted flight time was 10.4 hours minus 7.4 hours (3 hours). It could not be determined when this 3 hours was expended nor who the pilot was at the time of flight.

Meteorological information

Winds (true) in the southwestern section of Idaho near the time of the accident were generally out of the east as documented at the following surface reporting stations:

Boise: 0950 hours 100 deg @ 14 knots Mountain Home AFB: 0955 hours 120 deg @ 16 knots gusts: 23 knots Caldwell: 0935 hours 110 deg @ 10 knots

Wreckage and impact information

The aircraft was first observed in an relatively level agricultural field. The latitude and longitude of the site was 43 degrees 54.19 minutes North and 116 degrees 30.33 minutes West, and the elevation of the site was approximately 2,450 feet MSL (refer to CHART II and photograph 5). The first evidence of initial ground impact was a cut in the soil. A second ground impact site approximately 35 feet beyond was observed. The main wreckage was observed 90 beyond the second ground impact site and the magnetic bearing from the initial ground impact site, through the second and to the aircraft's final resting place was 270 degrees (refer to photograph 6). Both wings remained attached to the fuselage with the left wing being partially broken at the root area. The empennage was separated circumferentially just for