History of Flight
On February 23, 2008, about 1540 mountain standard time, a Cessna 210, registration N7337E, experienced a loss of engine power and collided with terrain while on final approach to runway 03 at Cochise County Airport, Willcox, Arizona. The pilot/owner, holding a student pilot certificate, was operating under Part 91. The pilot was not injured; the passenger sustained minor injuries. The airplane sustained substantial damage. The personal cross-country flight departed Ryan Field, Tucson, Arizona, about 1500, destined for Willcox. Visual meteorological conditions prevailed; no flight plan was filed.
The pilot stated that he was on a solo flight from Tucson to Willcox. He recalled departing around 1500 with both wing fuel tanks about ¾ full, verified with a calibrated fuel stick gage. During his first landing attempt, the airplane was too high and he performed a go-around. On his second attempt, with flaps fully extended and landing gear down, while on final approach at 400 feet above ground level, the engine lost power. He turned the fuel boost pump to "high" and retracted flaps to 10 degrees. The airplane touched down short of the runway; the right wing struck a small tree during the landing roll. The airplane came to rest adjacent to the airport perimeter fence. The fuel selector was positioned on the right tank.
A witness, a pilot at his hangar on the northeast end of the airport, heard an airplane approaching and observed it fly over the airport well above traffic pattern altitude. The airplane continued southwest, made several maneuvers consistent with confusion about which runway to land on, then aligned with the downwind leg for runway 03 and continued for an extended leg. He saw it turn onto base and final approach. Around 50 feet agl, the airplane stalled and collided with terrain. The witness drove to the wreckage and saw the pilot walking toward him. He did not smell or see fuel at the accident site.
The airport manager submitted a written statement that the airplane came to rest about 0.25 to 0.5 miles from the runway. He looked inside the wing fuel tanks and observed no fuel, but noticed a small amount of liquid dripping from the vent on the right wing; it stopped dripping by the time he got a bucket. He believed the fuel tanks remained intact.
Immediately after the accident, the pilot reported to an NTSB investigator that there was a passenger on the flight. Later that day he stated there was no passenger, attributing his first statement to confusion from the impact. He reported that he called his cousin, who resides in Willcox. The cousin was the first person on scene and sustained an injury cutting himself on a fence while getting to the wreckage.
The witness from the airport stated that upon arrival he saw the passenger still seated in the airplane with a laceration on his right arm. He transported the injured passenger to the airport's facilities and noted that he was very "shaken up." The passenger indicated the flight had originated from New Mexico.
Personnel Information
A review of FAA airman records revealed the pilot held a student pilot certificate. A Certified Flight Instructor signed his initial cross-country solo endorsement for a Cessna 210 on February 18, 2008. The pilot held a third-class medical certificate issued October 26, 2007, with no limitations.
According to copies of the pilot's flight logbook provided by an FAA inspector, the pilot had about 68 hours total time, with 13 hours in the accident airplane and the remainder in Cessna 172 and 150 models. The logbook spanned from September 2006 to the accident date and indicated about 15 hours as pilot-in-command.
Aircraft Information
The airplane data plate identified it as a Cessna 210, serial number 57037. The engine data plate identified it as a Teledyne Continental IO-470E, serial number 88502-0-E-R. The logbooks were not made available to investigators.
Tests and Research
An NTSB investigator examined the wreckage on March 27, 2008, at Air Transport, Phoenix, Arizona, with representatives from Teledyne Continental Motors and the FAA. The wreckage had been recovered and stored prior to examination. The wings had been removed from the fuselage for transport. The main aluminum fuel feed line located in the crushed area of the lower firewall was cracked, consistent with impact forces. When fuel was introduced into the airframe fuel system, fuel leaked at a significant rate from the crack. The fuel system within both wings was examined; both tanks, associated lines, and fittings to the wing root connectors were intact. Investigators plugged lines and filled tanks with water; no leaks were observed. Fuselage fuel lines, selector valve, and fittings were intact up to the firewall.
For an engine test run, straps and steel cables reinforced the bent and distorted engine mount. A temporary fuel tank was attached to the left wing root fitting. The damaged propeller was removed and a serviceable McCauley 2A34C 201 propeller installed on the crankshaft flange.
Top spark plugs were removed: cylinders 1 and 2 plugs had light gray coloration; number 3 plug was sooted; cylinders 4 and 5 plugs were sooted; cylinder 6 plug was sooted with an excessively worn and oval-shaped center electrode. All cylinders were internally examined via lighted borescope; intake and exhaust valves were intact, no foreign objects observed. Pistons and cylinder head domes were normal in appearance; combustion deposits were white cream color. The crankshaft was rotated, with mechanical continuity observed in accessory section rotation, piston movement, and valve action.
Most engine wiring was worn and frayed, with cracked and missing insulation. Ignition harnesses and P-leads had worn insulation and shielding. The first start attempt was unsuccessful; the engine would not turn over. Detailed examination found both P-leads broken at a pass-through hole in the engine baffling. Using a magnifier, the ends of broken strands exhibited a necked down appearance. Shielding and insulation in the immediate area were worn through in some spots.
The broken P-leads were spliced together; a second start attempt was made. The engine started and ran roughly at low power settings, smoothing out at higher ranges but still notably rough. A magneto check revealed the left magneto was not functioning. The engine was shut down. During a second run, the left magneto produced a very rough engine while the right magneto was only intermittently working.
An electrical multi-meter tested the ignition switch continuity. The cockpit ignition switch had internal electrical continuity. Only intermittent continuity could be established in the wiring between the switch and magnetos; a grounded condition was noted intermittently in first the left lead and then the right.
Additional Information
Despite numerous attempts, after initial contact, the pilot failed to return telephone calls or return a Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1/2.