Cessna T210M accident near Lee'S Summit, Missouri, April 6, 2014
On April 6, 2014 at about 10:45 pm local time, a 1977 Cessna T210M, registered N761BT, was substantially damaged in an accident during enroute (cruise) near Lee'S Summit, Missouri. It was an other work-use flight under general aviation rules (Part 91). 2 people were seriously injured. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilots’ inadequate preflight planning and fuel management, which resulted in fuel exhaustion, a loss of engine power, and a forced landing on a soft field. Contributing to the accident was the flying pilot’s improper use of flaps during the forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 6, 2014 · about 10:45 pm local time
- Place
- Lee'S Summit, Missouri · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210M, built 1977 · all T210Ms on the register
- Registration
- N761BT · no longer on the register · serial 21062132
- Damage
- Substantial damage
- Flight
- Other work-use flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Two company pilots were repositioning the airplane when it experienced a total loss of engine power. The left-seat pilot had to maneuver around obstructions to perform a forced landing to a field. The airplane landed with partial flaps on a soft field. A landing using full flaps would have reduced excess impact energy and mitigated airplane damage and injury. The left-seat pilot reported that he did not use his available seat belt. Examination of the airplane revealed no usable fuel onboard. No mechanical anomalies were noted that would have precluded normal airplane operation.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Aircraft inspection event during prior to flight
- Fuel exhaustion during enroute (cruise) defining event
- Loss of engine power (total) during enroute (cruise)
- Loss of engine power (total) during emergency descent
- Off-field or emergency landing during landing
- Collision with terrain or object (not controlled flight into terrain) during landing
The NTSB's findings
- cause Personnel issues › Task performance › Planning/preparation › Fuel planning › Flight crew
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
- cause Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid level
- Aircraft › Aircraft systems › Equipment/furnishings › Emergency equipment › Not used/operated
- factor Personnel issues › Action/decision › (general) › (general) › Pilot
- factor Aircraft › Aircraft oper/perf/capability › Performance/control parameters › (general) › Incorrect use/operation
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,500 hours in all; 1,100 in this make and model; 150 in the last 90 days; 50 in the last 30 days; 1,200 as pilot in command; 0 on instruments
- Last flight review: March 24, 2013
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: serious injuries
Pilot-Rated Passenger
- Certificate: commercial pilot
- Ratings: single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 514 hours in all; 214 in this make and model
- Medical certificate: Unknown
- Seat: rgt
- Injury: serious injuries
The aircraft
- Airframe total time: 6,543 hours
- Last inspection: annual inspection, June 25, 2013
- Maximum gross weight: 3,800 lb
- Seats: 2
- Landing gear: retractable
- Engine: Continental Motors TSIO-520- R (piston); 567 hours total
- Operator: Mar-Tech Engineering, LLC
The flight
- Departed from: CRG Jacksonville FL
- Destination: LXT Lee'S Summit MO
- Flight plan: IFR
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 170° at 5 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 9,500 ft; clear
- Temperature: 59°F (15°C), dew point 36°F (2°C)
- Altimeter: 29.86 inHg
- Observation at 10:53 pm from LXT, 4 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
10 documents, released by the NTSB on August 20, 2014. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 - Left Seat Pilot | PDF, 11 pages | View Download |
| 2 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 - Operator | PDF, 11 pages | View Download |
| 3 | Record of Conversation - FAA Inspector | PDF, 1 page | View Download |
| 4 | Record of Correspondence - FAA Inspector | PDF, 1 page | View Download |
| 5 | Record of Conversation - Chief Pilot | PDF, 1 page | View Download |
| 6 | Flight Plan | PDF, 1 page | View Download |
| 7 | Flightaware Plot | PDF, 1 page | View Download |
| 8 | FAA Advisory Circular 91-65 | PDF, 2 pages | View Download |
| 9 | Left Seat Pilot Information | PDF, 2 pages | View Download |
| 10 | Right Seat Pilot Information | PDF, 3 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.