Accident Overview
On November 20, 2012, at approximately 1120 Pacific standard time, a Cessna 210D, registration N3919Y, sustained substantial damage following a forced landing after a loss of engine power during initial climb near San Rafael, California. The certified commercial pilot, the sole occupant, sustained minor injuries. Visual meteorological conditions prevailed for the proposed cross-country flight, which was operated under 14 CFR Part 91 as a personal flight. No flight plan was filed. The flight originated from Martin Ranch Airport (CA35), San Rafael, California, with an intended destination of Chico, California.
Pilot Report
The pilot reported that before takeoff, the fuel selector was in the right tank position. He confirmed via fuel stick measurements that the aircraft carried 29 gallons total: 6 gallons in the left tank and 23 gallons in the right tank. During initial climb after takeoff, the engine delivered full power until about 500 feet above ground level, when it experienced a total loss of power. The pilot turned on both fuel pumps and switched the fuel selector from the right tank to the left tank, but power was not restored. He switched the selector back and forth several times with no success. He then set up for a forced landing to a marsh. After landing, the airplane slid about 100 feet before coming to rest upright. The aircraft sustained substantial damage to the lower right forward fuselage, rupturing the right fuel reservoir tank. The pilot observed fuel draining from the lower right cowling at about one-half gallon per minute after exiting.
Post-Accident Observations
A first responder reported detecting a strong odor of fuel about 75 yards from the wreckage and a distinct sheen on the water surface 30 to 40 yards from the airplane, consistent with fuel leakage, though no fuel was seen escaping. The owner of the salvage company that recovered the airplane reported that only about 1 gallon of fuel remained in the left fuel tank, which was not breached. The right fuel tank had not been breached, but its fuel lines were compromised, explaining the fuel odor and sheen. The fuel selector was found in the right tank position at the accident site.
Engine and Fuel System Examination
The engine, a Continental IO-520-A (32), serial number 112876-R, built October 19, 1999, was examined and test-run by a Continental Motors investigator under FAA supervision. Maintenance records indicated the most recent annual inspection on May 1, 2012, at a tachometer time of 571.3 hours (time since last major overhaul). At examination, the tachometer read 592.2 hours. External examination revealed no impact damage. Top spark plugs indicated lean operation with little deposits. Borescope inspection of all six cylinders showed no operational distress. A thumb compression test yielded suction and compression on all cylinders, and spark was obtained on all top ignition leads during crankshaft rotation.
For the test run, the damaged three-bladed variable-pitch propeller was replaced with a two-bladed fixed-pitch propeller. Because the right fuel reservoir was ruptured, an alternate electric boost pump and fuel tank were attached to the engine-driven fuel pump inlet line. The engine started using the aircraft's ignition system and ran through various power settings with no anomalies, limited to 2,500 RPM for safety. The engine ran for 0.2 hours (about 15 minutes). The examination and test run revealed no abnormalities preventing normal operation or rated horsepower production.
After the engine run, the fuel supply system was examined. The left fuel return line was plugged at the wing root, and compressed air was supplied to the left fuel tank supply tube. With the fuel selector set to the right tank (blocking left tank flow), compressed air entered the left fuel reservoir but did not exit the selector. With the selector set to the left tank, compressed air exited the line supplying the engine-driven fuel pump. No blockage or ruptures were noted on the left side fuel supply system.