Accident Details
On November 11, 2012, at approximately 1740 eastern standard time, a Cessna 210 (registration N9633T) sustained substantial damage during a forced landing following a total loss of engine power near Jasper, Georgia. The private pilot and passenger were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight.
The flight departed Vero Beach Municipal Airport (VRB), Vero Beach, Florida, about 1430, and was destined for Upper Cumberland Regional Airport (SRB), Sparta, Tennessee. The pilot reported filling the fuel tanks to capacity at VRB prior to departure. Fuel samples from both tanks and the gascolator were free of water and contaminants, and pre-takeoff engine checks revealed no anomalies. The pilot departed and climbed to a cruise altitude of 8,500 feet.
After approximately 2.5 hours of flight, the pilot decided to land and obtain fuel at Pickens County Airport (JZP) in Jasper, Georgia, after noting the right tank fuel gauge indicated one-quarter full and the left tank gauge indicated between one-third and one-half full. The pilot switched the fuel selector from the right tank to the left and initiated a descent by reducing engine power, extending the wing flaps 10-15 degrees, and lowering the landing gear. He circled over the airport until reaching traffic pattern altitude, then maneuvered for landing on runway 16. Due to crosswind conditions, the pilot reported having to "crab and slip the airplane" to maintain the proper final approach course. About one mile from the runway threshold, the engine experienced a total loss of power. The pilot was unsuccessful in restarting the engine and conducted a forced landing to a road. During the landing, the right wing contacted a fire hydrant, resulting in substantial damage.
Postaccident Findings
A Federal Aviation Administration (FAA) inspector examined the airplane and found the left fuel tank contained approximately 9 gallons of fuel, and the right tank contained approximately 14 gallons.
The pilot held a private pilot certificate with a rating for airplane single-engine land. He reported 319 hours total flight experience, with 24 hours in the accident airplane make and model. His most recent flight review was conducted in September 2012 in the accident airplane, and his most recent FAA third-class medical certificate was issued in April 2011.
The airplane was manufactured in 1960 and registered to the pilot in October 2012. Its most recent annual inspection was conducted on January 2, 2012. The airplane was equipped with two 32.5-gallon fuel tanks (one per wing), each with a usable fuel capacity of 27.5 gallons in all flight attitudes, increasing to 31 gallons per tank in level flight attitude.
Engine Examination
An examination of the engine was conducted in March 2013. External inspection revealed no damage to the engine or its accessory components. Spark plugs exhibited normal wear, and borescope inspection of cylinders showed no anomalies. The crankshaft was rotated by hand with valvetrain continuity confirmed. Fuel lines were checked for blockage and found free of debris. An external fuel tank was connected to the fuel line leading to the fuel pump, and the engine started normally, accelerated smoothly, and operated for about 10 minutes at various power settings with no anomalies.
Fuel System Advisory Information
In April 1965, Cessna Aircraft Company issued Service Letter 65-39, "Fuel System Placard and Owner's Manual Sticker," advising operators that in low-fuel situations under certain flight attitudes—including prolonged sideslips or high rates of descent (1,000 feet per minute with flaps retracted, or 500 feet per minute with flaps extended)—it was possible for a loss of fuel flow to occur due to the tank outlet port becoming uncovered. Cessna provided a placard stating, "Avoid landing approaches in red arc and over 30 second slips under 1/2 tank (ref. owner's manual)." The manufacturer also provided a sticker for the owner's manual emergency procedures section outlining actions for loss of power in such attitudes. In August 1966, the FAA issued Airworthiness Directive 66-19-02 requiring installation of the placard on the instrument panel. Postaccident examination revealed the placard was not installed on the airplane's instrument panel, but the owner's manual did contain the required sticker.