Cessna P210 N6539P

Summary

On 12 November 2004 at about 16:47 local time, a Cessna P210 registered N6539P, operated by Scott W. Hudelson, was involved in an accident near Paint Lick, Kentucky, United States. One person was on board and one died. The aircraft was destroyed. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

12 November 2004 at 16:47

Classification

Accident

Location

Paint Lick, Kentucky, United States

Nearest airport

Madison Airport (I39)

Coordinates

37.6186, -84.3636

Aircraft

Cessna P210

Registration

N6539P

Category

Airplane

Engines

1

Operator

Scott W. Hudelson

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Talledega → Columbus

Aircraft damage

Destroyed

Weather

IMC

Light

Day

NTSB number

IAD05FA012

1 person died.

Improper alignment of a turbocharger oil line, which resulted in wear damage through the hose wall and a subsequent loss of engine oil. Contributing to the accident was the low cloud ceiling.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The single-engine airplane was in cruise flight at 19,000 feet when the pilot reported a loss of cabin pressurization, followed by a loss of engine oil pressure, and ultimately a total loss of engine power. With the assistance of air traffic control, the pilot was able to maneuver the airplane to a position over an airport, but was not able to successfully complete a forced landing due to a low cloud ceiling in the area. The wreckage was mostly consumed by a postcrash fire. Examination of the wreckage revealed the engine crankcase was breached, primarily above the number 5 and number 6 cylinders. A turbocharger wastegate hose that was realigned about 17 months earlier was found to have rubbed through. Staining on the turbocharger housing was consistent with the position of an oil leak from the hose; however, the quantity and rate at which the leak occurred could not be determined. The numbers 1 through 5 connecting rods and rod bearings exhibited thermal distress. The number 6 connecting rod and bearing did not, and according to the engine manufacturer, the bearing exhibited "no signs of cavitation, oil starvation, thermal distress, or hard particle embedment." Engine manufacturer correspondence stated that it was not uncommon for the number 6 connecting rod bearing to exhibit little or no damage after an oil starvation event. An examination of the number 6 connecting rod assembly revealed fatigue cracking; however, it was "high stress" fatigue cracking, suggesting that some other event occurred before the connecting rod fractured.

Quoted verbatim from the NTSB record.