On February 18, 2010, about 1500 eastern standard time, a Cessna P210N, N731DS, was substantially damaged during a forced landing, after it experienced a total loss of engine power during the initial climb after takeoff from Moore County Airport (SOP), Carthage, North Carolina. The certificated private pilot sustained minor injuries. Visual meteorological conditions prevailed and no flight plan had been filed for the personal flight that was conducted under 14 Code of Federal Regulations Part 91.
The pilot reported that the engine started normally, and did not experience any discrepancies during pretakeoff checks. He subsequently departed from runway 23, a 5,503-foot-long, by 150-foot-wide, asphalt runway, with the intention of remaining in the local area to practice approaches, and touch and go landings. As the airplane climbed to approximately 50 to 60 feet above the ground, the engine "coughed" and seemed to experience a loss of power for about 10 seconds. Shortly thereafter, the engine experienced a total loss of power. The airplane subsequently touched down on a grassy area located beyond the runway and entered a ditch.
The airplane's nose gear separated, and the left wing contacted the ground which resulted in spar damage to the outboard 3 to 4 feet.
The airplane was equipped with a Teledyne Continental Motors TSIO-520-P6B series engine.
Examination of the engine by a Federal Aviation Administration (FAA) inspector did not reveal any catastrophic mechanical malfunctions. Examination of the fuel system did not reveal any contamination; however, fuel was observed in the air pressure line to the engine driven fuel pump. The fuel servo assembly, engine drive fuel pump, manifold assembly and fuel injectors were removed for further examination.
The fuel system components were subsequently examined and tested at Teledyne Continental Motors, Mobile, Alabama, under the supervision of an FAA inspector. The examinations did not reveal any discrepancies which would have resulted in a total loss of engine power. An unidentified residue was noted on the fuel manifold screen and fuel nozzles. According to an NTSB Chemist, energy dispersive spectroscopy revealed that the residue was aluminum oxide. It was noted that the only aluminum component in the fuel system was the fuel manifold valve itself, and the amount of residue observed was not of sufficient quantity to affect fuel flow.
Review of maintenance records revealed that the airplane had been operated for approximately 8 hours since its most recent annual inspection, which was performed on January 26, 2010. In addition, the engine had been operated for about 190 hours since it was overhauled during May 2006.
The pilot reported 4,850 hours of total flight experience on his most recent application for an FAA third-class medical certificate, which was dated June 24, 2009.