Pacoima, CA, USA
N76TL
Cessna T210L
On final approach for landing, the engine lost power and the pilot made a forced landing on a city street. The airplane struck trees, the ground, and a stopped car before coming to rest impaled on a pole at a corner auto sales lot. According to the owner, the airplane had about 20 gallons of fuel in each tank when he dropped off the airplane at the maintenance shop on October 19, 2002, for the 50-hour inspection, and historical experience showed the engine consumed 17.3 gallons per hour in cruise. The mechanic/pilot was conducting a flight test of the autopilot and turbocharger systems following a 50-hour inspection. He indicated that there was 40 gallons of fuel onboard the airplane prior to takeoff, and the test flight lasted about 45 minutes. He further reported that the left fuel tank gage read 1/4 tank, and the right fuel tank gage read between 1/4 and 1/2 tank. When the flight reached the cruise altitude of 16,000 feet, the pilot switched the fuel tank selector, but did not recall which tank he selected. About 30 minutes into the flight, the pilot told the passenger that they were low on fuel, but that it would be okay. The passenger noted that both fuel gages read less than 1/4 tank each at that time. The pilot tested the autopilot for 8 minutes and then returned to the airport for landing. Prior to entering the airport environment, the pilot switched the fuel selector to the fullest tank, which he believed was the right fuel tank. The first approach was too high and the pilot requested and received clearance to conduct a go-around in order to lose altitude. During the second approach, the engine quit. First responders to the accident site reported seeing fuel leaking from the engine area, and then a fire started. The airplane sustained fire damage to the cabin and aft engine areas, as well as both wings. The fuel selector was selected to the right fuel tank. A warning in the fuel systems description section of the manufacturer's approved flight manual states that with 1/4 full or less of fuel in the fuel tanks, prolonged uncoordinated flight (slips or skids) can cause the fuel tank outlets to become uncovered causing fuel starvation and engine stoppage. A post-accident airframe and engine inspection was conducted with no mechanical anomalies noted.
HISTORY OF FLIGHT On November 13, 2002, at 1530 Pacific standard time, a Cessna T210L, N76TL, experienced a loss of engine power on final approach for runway 12, at Whiteman Airport (WHP), Pacoima, California. The airplane landed about 1/2 mile short of the runway on a four-lane city street and sustained substantial damage during a collision with trees, two cars, a road sign, and a pole. The pilot operated the airplane under the provisions of 14 CFR Part 91 as a post maintenance check flight. The pilot and one passenger received minor injuries. The driver of one car, and a worker from a corner car sales lot also received minor injuries. Visual meteorological conditions prevailed for the local area flight, and no flight plan had been filed. The flight departed WHP about 1445. According to the pilot's written statement, the flight departed WHP with 40 gallons of fuel on board, 20 on each side, to test the autopilot and turbocharger systems. He contacted Southern California (SoCal) approach control to request a clearance to fly at 16,000 feet over Mojave, California. The pilot stated that he maintained engine power at 30 inches of manifold pressure to 16,000 feet. The pilot contacted Joshua approach over Palmdale, California. When the flight reached 16,000 feet, the pilot switched the fuel tank selector. He noted that the left fuel tank gage showed 1/4 tank. The right fuel tank gage showed between 1/4 and 1/2 tank. The pilot reported that he initiated a descent with a gradual power reduction and was handed off to SoCal approach over Palmdale, where he requested a 360-degree turn to lose altitude. He noted that his altitude was 6,000 feet. He then requested and received a radio transfer to Whiteman tower in the Newhall Pass area. Whiteman tower personnel cleared the pilot for a straight in approach for runway 12. About 2 miles from the airport, at 3,000 feet, he requested an upwind entry, which the controller approved. The pilot reported that he switched the fuel selector to the "fullest tank. I believe to the right tank." He noted that both fuel gages were showing 1/4 tank. On the downwind leg the pilot added 10 degrees of flaps, lowered the landing gear, and reduced the power. He noted that during the turn to final his airspeed was 75 knots; at an altitude of 300 feet, he felt that the engine was not producing any power and "sounded a little quiet." He advanced the throttle and received no corresponding power increase. The pilot reported that he turned the auxiliary fuel boost pump to the ON position, and moved the fuel selector handle to the opposite side. He stated that there was still no power increase. He did not believe that he could make the runway and decided to make a forced landing on San Fernando Road, south of the airport. The airplane touched down perpendicular to San Fernando Road, and he applied "heavy breaking." The airplane traversed diagonally across San Fernando Road and impacted an automobile. The pilot noted the time was 1530. In an interview with the National Transportation Safety Board investigator, the passenger stated that the purpose of the flight was to test the autopilot system. The pilot had asked the passenger if he wanted to go flying for about 40 minutes while the pilot tested out the autopilot. The passenger stated that they departed the airport, and flew out towards Mojave. The passenger stated that once they reached about 15,000 feet, the pilot commented to him that he thought the airplane was low on fuel. He noted that both of the fuel gages read less than 1/4 tank, and that they had been flying about 30 minutes. The pilot also told him that it was "no big deal" that they were low on fuel. The passenger reported that the pilot tested the autopilot for 8 minutes, and then they headed back for Whiteman Airport via the Newhall Pass. The passenger reported that once they entered the Whiteman Airport area, the pilot received a clearance to land. However, he did not recall the pilot conducting a landing checklist. He did not know what the engine settings were. The pilot told him that they were "too high and he was going to go-around." The passenger stated that the pilot "cleaned up" the airplane. He observed that they were over San Fernando Road and that the airplane was "really high." The passenger stated that the pilot asked the tower controller to cross over the airport and make a left bank midfield. He remembers the controller clearing the flight to cross over the field and to descend for landing. As they entered the base leg, the pilot lowered the landing gear and flaps. The passenger stated that they turned onto the final leg of the approach, over highway 118, and were lined up for landing when the engine quit. He reported that the propeller was 'wind milling' with no sounds coming from the engine. At that point he noted that the runway was starting to 'go up' indicating to him that they were losing altitude. The passenger observed the pilot switch the fuel selector handle, but did not recall the fuel selector handle position. The pilot then made an unsuccessful attempt to start the engine. The pilot maneuvered the airplane over San Fernando Road where it hit a tree in a lumberyard. The airplane struck the ground, bounced onto its right main landing gear, and collided with a car. The airplane bounced again and became impaled on a pole at an adjacent auto sales car lot. The passenger reported that both he and the pilot impacted the instrument panel. PERSONNEL INFORMATION A review of Federal Aviation Administration (FAA) airman records revealed that the pilot held a commercial pilot certificate with ratings for airplane single and multiengine land. The pilot also held a mechanic certificate with ratings for airframe and powerplant. The pilot held a third-class medical certificate issued on June 15, 2001. It had the limitation that the pilot must have corrective lenses glasses for near vision. According to the pilot's Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2), he reported a total flight time of 2,700 hours, with an estimated 220 hours in the accident make and model. He logged 50 hours in the last 90 days, with 15 hours in the accident make and model. In the last 30 days he logged 20 hours, with 6 hours in the accident make and model. In the last 24 hours he logged 0.7 hours. AIRCRAFT INFORMATION The airplane was a Cessna T210L, serial number 61172. A review of the airplane's logbook revealed a total airframe time of 4,108.7 hours at the last annual inspection. An annual inspection was completed on March 22, 2002. A Teledyne Continental Motors (TCM) TSIO-520-H engine, serial number 506496, was installed on the airplane. According to the engine logbook, on March 19, 2001, an annual inspection was conducted. All six cylinders were removed and replaced, along with the installation of various new components in a top overhaul. At the time of the top overhaul, the engine had accumulated 314.3 hours since major overhaul. At the annual inspection on March 22, 2002, the engine had accumulated 64.8 hours since the top overhaul. The owner indicated that after the inspection in March 2002, during takeoff the engine "backfired." He returned to land, and the engine was inspected with no mechanical anomalies found. A 50-hour inspection was completed on October 25, 2002. There was no aircraft or engine logbook entries for the 50-hour inspection; the information was obtained from an invoice. An entry in the engine logbook for November 13, 2002, indicated that the turbocharger and waste gate controller were replaced with serviceable parts, and the oil was changed. A leak check of the engine was conducted and the airplane was returned to service. According to the owner, the airplane had about 20 gallons of fuel in each tank when he dropped off the airplane at the maintenance shop on October 19, 2002, for the 50-hour inspection. The owner wanted the mechanic to look at the manifold pressure. He stated that while climbing to altitude the manifold pressure would decrease. The owner stated that when the mechanic inspected the turbocharger he found a small hole in the turbocharger controller diaphragm. An entry in the engine logbook dated the day of the accident (November 13, 2002), indicated that the turbocharger and waste gate controller were inspected. The turbocharger and safety valve were replaced with serviceable parts and the airplane was returned to service. According to the manufacturer's FAA approved flight manual, the total fuel quantity for the airplane is 90 gallons; usable fuel (in all flight conditions) is 89 gallons, with 1-gallon unusable fuel. According to the airplane owner, the airplane burned about 17.3 gallons per hour during cruise flight. According to the manufacturer's FAA approved flight manual under section 7 AIRPLANE & SYSTEMS DESCRIPTIONS - FUEL SYSTEM, the fuel system has a vented integral fuel tank in each wing, two fuel reservoir tanks, a fuel selector valve, auxiliary fuel pump, fuel strainer, an engine-driven fuel pump, a fuel/air control unit, fuel manifold, and fuel injection nozzles. The fuel flows via a gravity fed system from the wing fuel tanks to the reservoir tanks and then to the fuel selector valve. The fuel selector valve is a three-position valve; LEFT ON, RIGHT ON, OFF. Section 7 contains a NOTE that says: "Unusable fuel is at a minimum due to the design of the fuel system. However, when the fuel tanks are 1/4 full or less, prolonged uncoordinated flight such as slips or skids can uncover the fuel tank outlets, causing fuel starvation and engine stoppage. Therefore, with low fuel reserves, do not allow the airplane to remain in uncoordinated flight for periods in excess of one minute." WRECKAGE AND IMPACT INFORMATION Investigators from the Safety Board, the FAA, and Cessna examined the wreckage at the accident scene. The airplane came to rest upright impaled on a 4-foot steel pole that was part of an arresting barrier at the intersection of San Fernando and Pinney roads. The airplane and debris came to rest on a magnetic bearing of 177 degrees. The first identified point of contact was a group of 20-foot trees about 1,400 feet from the airplane's final resting spot. The airplane crossed railroad tracks where three parallel scrape marks were in a small dirt area. The airplane then traveled about 1,300 feet to its final resting place. During the accident sequence, the airplane struck an automobile that was stopped at a traffic sign. First responders arrived within minutes of the accident, and noted fuel leaking from the engine area prior to the ignition of the post-impact fire. The airplane sustained fire damage from the aft section of the engine to the entire cockpit and cabin areas, as well as to the inboard section of the left wing, and the entire length of the lower portion of the right wing. Investigators established flight control continuity from the cockpit to the ailerons, flaps, horizontal stabilizer, and rudder. Measurement of the flap actuator indicated that the flap setting was near the 20-degree setting. The fuel selector handle was selected to the right fuel tank position. According to the manufacturer, the three parallel scrape marks found in the dirt were equal in distance to the distances between each landing gear leg. TESTS AND RESEARCH The power plant examination took place at Aircraft Recovery Service, Littlerock, California, on November 20, 2002. According to the TCM investigator, the visual inspection revealed no mechanical discrepancies that would have precluded normal operation of the engine prior to the accident. Manual rotation of the crankshaft produced thumb compression in each cylinder in proper firing order, with valve train continuity established. The left intake pushrod tube and the engine driven fuel pump sustained thermal damage. The turbocharger discharge tube was crushed. The top spark plugs were removed, and according to the engine manufacturer, exhibited lean operating signatures with erosion visible on the electrodes. ADDITIONAL INFORMATION The wreckage was released to the owner's representative at the conclusion of the examinations on December 23, 2002. No components were retained.
a loss of engine power due the inadvertent unporting of the fuel pickup tube, which resulted in fuel starvation during the go-around. The pilot's preflight and in-flight decisions regarding fuel quantity and fuel system management are also causal.
Source: NTSB Aviation Accident Database
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