History of Flight
On January 28, 2012, about 1408 eastern standard time, a Cessna T210M, N761HW, registered to Pinnacle Sales LLC, sustained substantial damage during a forced landing shortly after takeoff from St. Petersburg-Clearwater International Airport (PIE), Clearwater, Florida. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight under 14 CFR Part 91. The private pilot, the sole occupant, sustained minor injuries. The flight originated from PIE about 1403.
The pilot stated that during preflight inspection, he did not visually check the fuel tanks nor use the dipstick. With battery power applied, the left fuel quantity gauge indicated about 25 gallons, and the right gauge indicated slightly more than 1/3 capacity, about 15 gallons. After engine start, he taxied to runway 36R and performed an engine run-up with no discrepancies noted.
During takeoff with the fuel selector on the right tank, the fuel flow reading was satisfactory. After takeoff, he retracted the landing gear, turned left to 270 degrees, and applied rudder trim. While climbing, he reduced fuel flow from 41 to 36 gallons per hour. At about 1,600 feet mean sea level, the engine quit. He turned on both auxiliary fuel pump switches for 2 seconds but did not restore power. He did not move the fuel selector. Declaring an emergency, he trimmed for best glide at 80-85 knots and turned back toward the airport. While maneuvering, the left wing struck a tree, then the right wingtip contacted the ground. The airplane slid about 110 yards before coming to rest upright. The pilot evacuated after 3-4 minutes and, at the request of fire rescue, shut off the fuel selector due to fuel leakage.
A witness reported seeing the airplane at 2,000-2,500 feet, hearing the engine rev and sputter, then quit. The witness observed a sharp bank as if returning to the airport and heard the engine sounding like it was "feathering."
Aircraft Information
The airplane, manufactured in 1977, was originally equipped with a Continental TSIO-520-R engine. It had been modified with several Supplemental Type Certificates (STCs), including an 18-gallon aft baggage compartment fuel tank installed in 1998 and a Continental IO-550-P6B engine installed in November 2011. The STC engine installation included a Hartzell constant speed propeller and dual intercoolers. The fuel injection system used larger nozzles and lower pump pressures.
The flight manual supplement for the STC incorrectly listed the maximum fuel pressure limit. The combination analog manifold pressure and fuel flow gauge was not remarked per STC specifications; the pilot reported using the JPI EDM 830 for fuel flow. After the engine installation, maintenance personnel adjusted fuel flow and idle settings due to poor idling and reported fuel flow exceedances.
Meteorological Information
At 1353, about 15 minutes before the accident, weather at PIE indicated wind from 310 degrees at 9 knots, visibility 10 statute miles, clear skies, temperature 20°C, dew point 9°C, and altimeter 30.14 inches of mercury.
Wreckage and Impact Information
The airplane impacted in a grassy field 1.7 nautical miles and 266 degrees from the center of PIE. Examination revealed the left fuel tank contained 29 gallons after draining, the right tank had residual fuel, the right reservoir tank was ruptured, and the auxiliary fuel tank was full. A broken fuel line was found between the right reservoir tank and fuel selector valve. The right wing fuel cap did not seal properly. The fuel selector valve could rotate but detents were not felt due to debris. Residual fuel was found in fuel injection components, and no preimpact failure or malfunction was observed. Engine run tests at the manufacturer's facility showed normal operation after test cell configuration issues were resolved.
Flight Recorders
Data from the JPI EDM 830 showed that during takeoff, fuel flow exceeded 37 GPH for six data points, with a maximum of 41.1 GPH. Fuel flow then decreased to about 36 GPH for about 1.5 minutes before dropping to 0 GPH, corresponding with engine rpm decrease. No rapid fuel flow fluctuations were noted.