HISTORY OF FLIGHTOn May 21, 2012, about 2110 Pacific daylight time (PDT), a Cessna P210N, N732JL, impacted a power pole and tree during a forced landing, and came to rest inverted in the front yard of a residence near Glendale, California. The co-owner/pilot was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The private pilot sustained minor injuries; the airplane sustained substantial damage. The personal cross-country flight departed Phoenix, Arizona, about 1810 mountain standard time, with a planned destination of Van Nuys, California. Visual meteorological conditions prevailed, and no flight plan had been filed.

The pilot reported that while descending below 9,000 feet mean sea level (msl) he experienced a severe surging of the engine and a partial loss of engine power. The engine surging occurred several times before he advised air traffic controllers that he had an emergency, and needed the closest airport. The controller advised the pilot that the nearest airport was El Monte airport (EMT), El Monte, California, which was located behind him and to the south. He was also told that Bob Hope Airport (BUR), Burbank, California, was in front of him. The pilot was familiar with BUR and felt it was his best choice to attempt to land at BUR.

As the pilot got closer to the airport, he determined he was not going to be able to land at the airport due to the loss in altitude from the power loss. He attempted to land on a quiet street but he did not see the power lines until it was too late.

The airplane impacted trees and a telephone/power pole on the northwest corner of Cleveland Road and Glenwood Road in the city of Glendale. The airplane continued westbound hitting another oak tree and a vehicle. The airplane came to rest inverted in the front yard of a residence on Glenwood Road.

The National Transportation Safety Board investigator-in-charge responded to the scene and documented the accident site prior to the recovery of the airplane. AIRCRAFT INFORMATIONThe engine was a Continental Motors TSIO-520 P6B, serial number 513947. Total time recorded on the engine at the last annual inspection was 375.6 hours, and time since major overhaul was 375.6 hours.

Fueling records at Phoenix established that the airplane was last fueled on May 21, 2012, with the addition of 40 gallons of 100-octane aviation fuel. Examination of the logbook records for the airplane and engine revealed no recent maintenance issues. AIRPORT INFORMATIONThe engine was a Continental Motors TSIO-520 P6B, serial number 513947. Total time recorded on the engine at the last annual inspection was 375.6 hours, and time since major overhaul was 375.6 hours.

Fueling records at Phoenix established that the airplane was last fueled on May 21, 2012, with the addition of 40 gallons of 100-octane aviation fuel. Examination of the logbook records for the airplane and engine revealed no recent maintenance issues. WRECKAGE AND IMPACT INFORMATIONThe debris field was approximately 120 feet in length from the first identified point of impact to the main wreckage.

There was a strong odor of aviation fuel at the accident site. The recovery company also recovered fuel in the right wing tanks. The left wing tanks were breeched during the accident sequence. TESTS AND RESEARCHThe pilot reported that he had the airplane refueled to capacity prior to departing Phoenix, Arizona, with the addition of 40 gallons of 100 LL Avgas.

Investigators examined the wreckage at Aircraftsman, Inc., Chino, California, on June 11, 2012. The airframe and engine were examined with no mechanical anomalies identified that would have precluded normal operation.

The engine and components from the turbocharger system were subsequently removed and shipped to the manufacturers for further examination.

Teledyne Continental Motors (TCM) personnel examined the engine under the supervision of the Safety Board at the factory in Mobile, Alabama, on August 23, 2012. The engine was removed and prepared for an engine test run. The engine was started and ran for several minutes at various power settings with no noted mechanical anomalies. The examination report is attached to the docket. There were no anomalies noted that would have precluded normal operation.

On August 24, 2012, investigators transported components from the turbocharger system (Absolute Pressure Controller, Waste Gate Assembly, and the Pressure Relief Valve) to Hartzell Engine Technologies located in Montgomery, Alabama, for functional testing and examination. Further testing of components from the turbocharger system revealed no anomalies that would have precluded normal operation. The examination report is attached to the docket.