Cessna T210L accident near Kingman, Kansas, September 27, 2004
On September 27, 2004 at about 4:33 pm local time, a Cessna T210L, registered N2027S, was substantially damaged in an accident near Kingman, Kansas. It was an instructional 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 lack of engine oil due to the mechanic's improper maintenance in not securing the loose "B" nut for the oil pressure line to the turbocharger leading to the loss of engine power while maneuvering. An additional cause was the unsuitable terrain the pilot encountered during the forced landing. A factor was the terrace the nose wheel impacted and subsequently nosed over.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 27, 2004 · about 4:33 pm local time
- Place
- Kingman, Kansas · map
- Type
- Accident
- Injuries
- 2 people were seriously injured.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210L · all T210Ls on the register
- Registration
- N2027S · registry record · serial 21060995
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane sustained substantial damage when it nosed over during a forced landing following an in-flight loss of engine power. The certified flight instructor (CFI) and the private pilot sustained serious injuries. According to the CFI, the flight's purpose was to meet the dual instruction requirements of the Wings Program. The CFI's accident report stated, "Upon the completion of the turn the engine lost about 50 [percent] of its power. We thought that we could make it to Kingman Airport and started a course for it. [Approximately three and a half] miles from the airport the engine stopped [abruptly] the prop continued to windmill we made an approach to a wheat field. The pilot made a very good approach and a smooth landing. After approximately 400 ft of ground roll we encountered a terrace. It appears that this caused the nose wheel to shear off. With nothing to support the nose it caused the airplane to flip over on its back." The last annual inspection of the airframe and engine was on September 2, 2004, and the tachometer read 3,191.7 hours at the time of that inspection. That annual inspection's endorsement indicated that the number two and four cylinders were removed during that inspection. The number two cylinder was found with an eroded exhaust. That number two cylinder was replaced with an overhauled cylinder. On-scene examination of the bottom of the fuselage revealed a trail of oil on its left side. Examination of the engine revealed a hole in the top of the crankcase near the number two cylinder. Examination of the oil pressure line from the engine to the turbocharger revealed a loose "B" nut. The tachometer read 3,192.1 hours on-scene. The engine was disassembled and internal examination revealed that the rod ends for the number one and number two cylinders were discolored, deformed, and separated from the crankshaft. The crankshaft was discolored. The discoloration present was consistent with the heat produced by a lack of lubrication. The examination revealed silver colored and copper colored debris in the oil sump. That debris was consistent with bearing material. The tee fitting and pressure line with the loose "B" nut were removed from the engine case. The line's end and tee fitting's end were capped off and a fluid under pressure was supplied to the tee fitting. That fluid was observed leaking from the loose "B" nut.
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
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 4,000 hours in all
- Last flight review: October 26, 2003
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: serious injuries
Flight instructor
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Last flight review: June 17, 2003
- Medical certificate: None
- Seat: rear
- Injury: serious injuries
The aircraft
- Airframe total time: 3,192.1 hours
- Last inspection: annual inspection, August 2, 2004; 0.4 hours since
- Maximum gross weight: 3,800 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-H (piston); 0 hours total
The flight
- Departed from: ICT Wichita KS at 4:16 pm
- Flight plan: none
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 52°F (11°C)
- Altimeter: 30.14 inHg
- Observation at 4:51 pm from HUT, 25 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N2027S the same tail number, which may have belonged to a different aircraft at the time
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.