Accident Overview
On August 30, 2012, about 0948 mountain daylight time, a Cessna 210, registration N7321E, sustained substantial damage during a forced landing following a loss of engine power near Kemmerer, Wyoming. The airplane was registered to Zibby Flight Service LLC, Lewes, Delaware, and was operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The private pilot and his passenger were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal cross-country flight.
Flight Details
The flight originated from Williston, North Dakota, at 0700 central daylight time with an intended destination of Heber City, Utah. The pilot reported that prior to departure, he verified both fuel tank levels were full and reviewed the pilot operating handbook (POH) for fuel consumption. At 10 psi indicated on the fuel flow gauge, the pilot believed the airplane could fly 700 miles with sufficient visual flight rules (VFR) reserve, as his intended flight was about 654 miles.
Pilot Report
According to the pilot, he departed Williston (field elevation 1,982 feet mean sea level) and climbed to 6,500 feet msl, maintaining that altitude across North Dakota and Montana. Crossing into Wyoming, he initiated a cruise ascent to 12,500 feet msl, remaining there until crossing the Big Horn mountain range. He then descended to 10,500 feet msl until crossing over Riverton, Wyoming, where he began a second ascent to 14,500 feet msl. After crossing the Wind River mountain range, he descended to 10,500 feet msl and noticed both fuel gauges indicated one-quarter tank levels. Initially diverting to Fort Bridger, Wyoming, he became uncertain of the gauge accuracy and diverted to Kemmerer. While descending through 9,000 feet msl, the left fuel tank “gave out”; he switched to the right tank. Approaching Kemmerer, the engine lost power. Despite attempts, the engine would not restart, and the pilot initiated a forced landing to an open field, landing gear up and coming to rest upright.
Passenger Report
The passenger reported discussing each instrument with the pilot during the flight and recalled that the fuel pressure gauge was set between 9 and 10.
Examination Findings
The pilot’s examination revealed structural damage to the fuselage. Both the pilot and passenger noted a blue streak originating from the right fuel cap. The airplane was recovered for further examination. During recovery, the left and right wings were separated from the fuselage by wreckage recovery personnel. Recovery personnel reported removing approximately four ounces of fuel from the right tank and about four gallons from the left tank. The right wing remained intact, with four of five fuel sending unit screws finger tight; the sending unit seal appeared intact and undamaged. Dark staining was observed near the sending unit. The fuel cap was secure and undamaged, with an intact seal. A purple stain was observed about six inches aft of the cap. The fuel filler neck panel was removed, revealing that the fuel bladder tank was mostly disconnected from all internal clips. The left wing was intact, with the fuel cap secure and undamaged, and the bladder tank disconnected from two internal clips. No other mechanical anomalies were noted.
Performance Data Review
The Pilot Operating Handbook, Section VI, Operational Data, includes cruise performance charts for various altitudes. The chart for 5,000 feet msl shows that at 2,450 RPM, 24 inches of manifold pressure, and fuel pressure of 10 psi, fuel burn is 14.8 gallons per hour with 3.7 hours endurance and a range of 700 statute miles in no wind. Charts for 7,500, 10,000, and 15,000 feet at the same RPM show fuel pressure and burn of 8.6 psi and 13.4 gph, 7.5 psi and 12.2 gph, and 5.5 psi and 9.7 gph, respectively, but no fuel burn calculations at 10 psi for those altitudes. Airframe, engine, and propeller maintenance records were not located.