Accident Overview
On August 13, 2010, at approximately 1142 eastern daylight time, a Cessna T210M (registration N14AW) operated by a private pilot under 14 CFR Part 91 was substantially damaged during a forced landing following a loss of engine power. The aircraft was on approach to Runway 3 at Put-in-Bay Airport (3W2) in Put-in-Bay, Ohio, when the engine lost power. The pilot subsequently ditched the airplane into Lake Erie about one-quarter mile southwest of the runway, near the Miller Ferry dock. Visual meteorological conditions prevailed at the time.
Flight Details
The personal flight departed from Canton-Plymouth-Mettetal Airport (1D2) in Plymouth, Michigan, around 1105, with the intended destination being 3W2. The pilot reported having about 16 gallons of fuel in each main tank at departure, with an average fuel consumption of approximately 15.2 gallons per hour for the accident airplane. The pilot had logged 14.0 hours in the accident aircraft between April 13, 2010, and the day of the accident.
Accident Sequence
The pilot initially entered the traffic pattern for Runway 3 at 1D2 but extended the base leg due to other traffic. The remainder of the second pattern was uneventful until the engine “went silent” as the pilot rolled out on final approach. The pilot noted that the engine lost power without missing, stumbling, or hesitating, and the propeller continued to windmill. Attempts to restore engine power were unsuccessful, leading to the ditching near a ferry dock on the south end of South Bass Island. The pilot and three passengers were rescued by a ferry boat.
Aircraft and Engine Information
The accident airplane, a Cessna T210M, was equipped with a Teledyne Continental Motors TSIO-520-R9 engine, serial number 294483-R. The engine was manufactured in July 2003 and installed on the aircraft in April 2004. The recording tachometer indicated 4,674.9 hours at installation. A top overhaul was completed in December 2008 at 5,720.0 hours, including cylinder overhaul and installation of aftermarket intake and exhaust valves. An annual inspection was performed in November 2009 at 5,864.0 hours, and the most recent maintenance was an oil change in April 2010 at 5,910.0 hours.
Post-Accident Examination
After recovery from about 22 feet of water, the airframe sustained substantial damage to the fuselage and empennage. A post-accident examination and operational test run of the engine did not reveal anomalies consistent with a complete loss of power. A borescope examination of the #6 cylinder revealed missing material from the exhaust valve edge, an irregular combustion deposit pattern on the valve face, and discoloration on the exterior cylinder area, consistent with an exhaust valve leak during operation.
Both magnetos failed to produce spark on a test bench due to corroded carbon brush and contact point components, consistent with water exposure. After installing new oil filter and operational magnetos, the engine started normally and operated at 2,250 rpm with 36.2 inches of mercury manifold pressure (rated: 2,700 rpm at 36.5 inHg).
During the test run, a fuel leak was observed at the fuel control unit. Disassembly revealed deformed o-rings that did not return to their original shape. No other anomalies were found with the unit. The manufacturer noted that the component label appeared to predate the engine, and the safety wire seal suggested a prior field overhaul. The pilot stated the original fuel control unit was replaced about two years before the accident, and he did not recall any fuel leak during operation.