Accident Overview
On December 31, 2012, about 1130 mountain standard time, a Cessna 210A (registration N9507X) experienced a loss of engine power during takeoff from runway 22R at Chandler Municipal Airport (CHD), Chandler, Arizona. The pilot, operating the privately-owned borrowed airplane under 14 CFR Part 91, performed a forced landing in an open field approximately one-quarter mile from the departure end of the runway. The private pilot and three passengers were not injured. The airplane sustained substantial damage to the fuselage and wings. Visual meteorological conditions prevailed, and no flight plan was filed.
Pilot and Preflight Actions
The pilot reported that before takeoff, he completed a full engine run-up in accordance with the aircraft handbook, with no anomalies. He performed three touch-and-go takeoff and landings; during the fourth takeoff, the engine lost power. The pilot described that right after takeoff, the engine "did not sputter or cough, it just quit."
Initial Inspection
A Federal Aviation Administration (FAA) inspector responded and reported fuel was evident in the fuel tanks, and no obvious mechanical problems were identified. Maintenance records showed the last annual inspection occurred on October 3, 2012, at an engine total time of 3,231.3 hours (564.4 hours since overhaul), with no additional maintenance entries afterward. According to the FAA inspector, the mechanic flying the airplane indicated that the engine's fuel system had been adjusted prior to the accident flight in accordance with Continental Motor's Service Information Directive (SID) 97-3E, with only "minor adjustments" made. No record of the work existed in the engine logbook.
Postaccident Examination
Examination revealed both propeller blades sustained bending deformation aft, one more than the other. The nose section, including the nose landing gear, sustained crushing damage. Both magnetos were secured properly; ignition leads were in good condition with no fretting. Top sparkplugs were removed and examined per Champion Aviation Service Manual AV6-R; the fine wire electrodes showed normal wear with little evidence of lead fouling or soot. A borescope inspection of all six cylinders revealed no anomalies in cylinders, piston heads, or valves. Compression tests via hand rotation of the propeller yielded thumb compression and suction on all cylinders. Impact damage was noted to the fuel line between the low and high pressure auxiliary fuel boost pumps, and to the line bypassing the low pressure pump. Further fuel system examination confirmed that fuel lines from each tank were not blocked from pickup tubes through the fuel selector to the fuel strainer. Testing of the high and low pressure auxiliary fuel boost pumps found only the high pressure pump operational.
Engine Ground Run
A fixed-pitch, two-bladed propeller was installed for an engine run test. Electric power was supplied to the alternate electric boost pump, and the engine started using the accident airplane's ignition/starting system. After startup, electrical power was disconnected from the boost pump. The engine ran through various power settings on the engine-driven pump with no anomalies; power was limited to 2,400 rpm during the test. The mixture control was adjusted throughout, and fuel flow and rpm readings represented expected values for given adjustments. The engine ran for 22 minutes through various throttle and mixture settings with no anomalies noted. The engine examination and ground run did not reveal any abnormalities that would have prevented normal operation or the production of rated horsepower.