MARSHFIELD, MA, USA
N6096B
Cessna 210
The pilot filled the airplane with 64 gallons of fuel and departed about 1500 for a cross-country flight. While en route to his destination, the pilot encountered thunderstorms and diverted to an alternate airport, due to the deteriorating weather conditions. At 1844, while on the downwind leg of the traffic pattern, the airplane's engine 'sputtered' and lost power. The pilot performed a forced landing on the base leg of the traffic pattern. Examination of the airplane revealed that the left fuel tank contained 1/2 gallon of fuel and the right fuel tank contained 32 gallons of fuel. The fuel selector was found in the 'off' position. An operational check of the engine was performed and when fuel was added, the engine ran without hesitation.
On October 4, 2000, about 1845 Eastern Daylight Time, a Cessna 210, N6096B, was substantially damaged during a forced landing at the Marshfield Airport (3B2), Marshfield, Massachusetts. The certificated private pilot received minor injuries. The flight originated at the Pitt-Greenville Airport (PGV), Greenville, North Carolina, at 1500, and was destined for the Portland International Airport (PWM), Portland, Maine. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the personal flight conducted under 14 CFR Part 91. The instrument-rated pilot stated that he departed Fort Lauderdale, Florida, on the morning of the accident and filed an IFR flight plan to PGV. After departure, he flew in "IMC weather conditions for about an hour," and then encountered visual meteorological conditions, which prevailed for the remainder of the flight. The pilot landed at PGV and re-fueled the airplane, "topping off the tanks." He also contacted the Raleigh Flight Service Station (FSS) and received a weather briefing, which indicated VFR weather conditions for the remainder of his flight to PWM. After departing PGV, the pilot was "constantly in touch with FSS while en route." He stated that the weather briefings he received reported an overcast cloud layer at 9,000 feet with "no cell activity." As he approached Boston, Massachusetts, he encountered "intense cell activity, which appeared to stretch across the state." The pilot filed an IFR flight plan while en route to PWM, and was "cleared direct," at 13,000 feet. He notified Air Traffic Control (ATC) that his airplane was not equipped with weather radar, and requested assistance to navigate around "the buildup." While being vectored, the pilot requested a lower altitude from ATC to avoid icing conditions, which the airplane briefly encountered. He was then cleared to 4,000 feet, and due to his concerns about the surrounding weather, he looked for the nearest airport to perform a landing. The pilot reported that the weather conditions were "marginal VFR, visibility was 3 miles, and there was lightning in the area." He requested vectors to 3B2, and reported to ATC that he had more than 2 hours of fuel onboard. Upon his arrival at 3B2, the pilot activated the pilot-controlled runway lights, and prepared for a landing on Runway 06. As he descended to the traffic pattern altitude, the engine "sputtered and lost power." At 800 feet above the ground, the airplane "started dropping quickly." The pilot turned onto the base leg, and communicated over the Unicom frequency that he intended to perform a forced landing straight ahead. He extended the flaps, and the airspeed "decreased quickly" as he descended tail-low into the bushes. The airplane slid about 70 feet and then came to a stop upright. The pilot reported that he did not perform any checklist items after experiencing the power loss; however, he did turn the fuel selector to "OFF" before performing the forced landing. He stated that his normal procedure for fuel management was to "generally run one tank substantially lower than the other, and then on approach, switch to the fullest tank." The pilot further stated that the right tank was "the fullest tank," during the approach to 3B2. The airport manager at 3B2 witnessed the accident. In a written statement, she said: "...While looking at the radar I heard the sound of an aircraft in the traffic pattern and walked to the window. I observed an aircraft entering the downwind leg for Runway 24 from the West. I then went to the Unicom and made an advisory announcement to "Marshfield Traffic" that the winds were 240 at 5 knots and that we were advising Runway 24. I received no response from the aircraft and again went to the window to observe. I was surprised to observe the aircraft making a crosswind entry for Runway 06. I am confident that the engine was running at this point. At 1844 the pilot of the C-210 made a radio announcement when he was downwind to base for Runway 6 that he had lost his engine and was going to attempt to make the Runway. I responded that we were standing by and ready to provide assistance...Immediately thereafter we heard the sound of a very hard impact near the approach zone of Runway 06." "Under direction [of the FAA] we visually checked the fuel levels on both tanks and found that the left tank appeared dry while the right tank contained approximately 32 gallons. The fuel selector was in the off position upon the arrival of the first airport personnel on the scene." In a conversation with the airport manager, the pilot reported that he had diverted to 3B2 because of the weather. He also stated that the airplane's engine lost power about 1,000 feet AGL on the downwind leg of Runway 06. The pilot stated that he heard the runway advisory; however, he made the approach to Runway 06 because of "lightning off to the east." A transcript of conversation between the pilot and Air Traffic Control (ATC) was prepared from ATC records. A review of the transcript revealed that at 1808, the controller advised the pilot of a line of thunderstorms that extended approximately 15 miles east of Boston, and "as far as [he] could see" westbound. The controller asked the pilot if he wanted to land at an alternate airport and wait for the weather to move through. At 1810, the pilot reported that he could fly a 100-degree heading but was "unsure as to what he should do." At 1811, the controller again suggested that the pilot choose an alternate airport and wait for the weather to improve. For the next 10 minutes, the pilot attempted to continue on his flight toward Portland, while requesting vectors around the storms. At 1820, the controller asked the pilot how many people and how much fuel was on board the airplane. The pilot reported that he was the only person on board, and he had 2 hours of fuel remaining. At 1831, the pilot asked the controller about an airport 12 miles ahead and stated he "thought he should land there." The controller advised the pilot that the closest controlled airport was Norwood (OWD) 12 miles away; however, there was a thunderstorm passing over the airport. The pilot agreed to hold in the vicinity of OWD until the thunderstorm passed. The controller then solicited PIREPs from other aircraft in the vicinity, and pilots reported that the weather was clear above the Marshfield Airport. The controller asked the pilot if he wanted to land there, and he replied in the affirmative. After the pilot reported Marshfield in sight, the controller cleared him for a visual approach and approved a frequency change. At 1842, the pilot reported back on the frequency that he had "lost his engine but thought he could make the field." Weather reported at the Plymouth Municipal Airport, Plymouth, Massachusetts, 11 miles to the south of 3B2, included winds from 300 degrees at 6 knots with thunderstorms in the vicinity, and broken clouds at 4,800 feet. Weather reported at Boston Logan International Airport, Boston, Massachusetts, 21 miles to the northwest of 3B2, included winds from 230 degrees at 12 knots, visibility of 9 miles, broken cumulonimbus clouds at 6,500 feet, and an overcast layer at 12,000 feet. A thunderstorm with light rain was reported overhead and moving east. Additionally, lightning was observed from cloud-to-cloud and cloud-to-ground. A Federal Aviation Administration (FAA) inspector performed an on-scene examination of the airplane on October 5, 2000. According to the inspector, the left fuel tank contained 1/2 gallon of fuel, and the right tank contained 32 gallons of fuel. The magnetos were in the "on" position, and the fuel selector was selected to "OFF." The mixture and prop controls were found in the "1/4 inch open" positions, and the throttle control was full forward. A visual inspection of the fuel system was conducted and no malfunctions or fuel leaks were observed. Examination of the gascolator bowl revealed it was absent of fuel. The engine was moved to a hangar at the Plum Island Airport, Newburyport, Massachusetts, and a follow-up examination was performed on December 12, 2000. According to the FAA inspector's written statement: "The damaged propeller was removed from the accident airplane and a serviceable propeller was installed on the crankshaft propeller flange. The wings had been previously removed from the aircraft. A Cessna fuel tank was strapped to the top of the fuselage and fuel lines were connected on both sides of the aircraft. 5 Gals. of 100 LL was then installed in the fuel tank." "Power was applied to the aircraft by turning on the master switch and the fuel pump was engaged to establish fuel pressure. The aircraft engine was then started using normal operating procedures. All cockpit instruments functioned normal. The engine was run at 1000 RPM for several minutes. The engine operated normal during the run-up. No defects were noted." The pilot reported 385 hours of total flight experience in the accident airplane.
The pilot's improper management of the fuel supply, which resulted in fuel starvation of the engine. A factor in the accident was the pilot's diverted attention to the inclement weather.
Source: NTSB Aviation Accident Database
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