Accident Overview
On November 28, 2013, about 0251 eastern standard time, a Cessna 210L, registration N777BK, was substantially damaged during a forced landing on a road near Montrose, Pennsylvania. The commercial pilot, the sole occupant, sustained minor injury. The airplane was registered to Flight Express, Inc., and operated by Airnet Systems, Inc., as flight USC146 under 14 CFR Part 135 as a non-scheduled cargo flight. Marginal visual meteorological conditions prevailed. An instrument flight rules flight plan was filed but not activated. The flight originated from Teterboro Airport, New Jersey, about 0136, destined for Buffalo Niagara International Airport, New York.
Pilot Actions and Engine Failure
The pilot stated that fuel tanks were filled before departure but he did not check for contaminants after fueling. He reported not being rushed, but the cargo arrived at the same time fueling finished. He had not previously encountered issues with fuel from the same facility. Before departure, an engine run-up with magneto checks showed no discrepancies. The flight departed with the fuel selector on the right tank and climbed to 8,500 feet mean sea level, with engine rpm at 2,450 and mixture 100 degrees rich of peak. About 15 minutes after establishing cruise, he switched to the left tank. Approximately 15 to 20 minutes later, he heard a sound and noticed cylinder head temperature and exhaust gas temperature dropped to minimum, while fuel flow increased beyond maximum indication. Adjusting the mixture had no effect; oil pressure remained in the green arc. He attempted to restore power by switching to the right tank, enrichening mixture, and using the fuel pump in low and high positions for about 5 seconds each, all unsuccessful. Unable to maintain altitude, he set course via GPS to an airport 25-30 miles north but realized he could not reach it. He maneuvered for a forced landing on a road but again could not reach it. He descended through clouds between 6,000 and 4,500 feet. After breaking out, he spotted a field then a road with a truck. He landed on the road with 30 degrees of flaps and gear extended, but the airplane collided with an unmarked power line crossing the road diagonally. The airplane banked right about 40 degrees; while correcting the bank, it contacted the ground and came to rest upright with two landing gears partially off the road.
Postaccident Fuel Examination
Contract maintenance personnel recovering the airplane noted that while draining the left fuel tank from the sump drain, ice blocked the opening. A screwdriver was used to keep fuel flowing. They observed an icicle about 1/4 inch in diameter and ice pellets 3/16 inch in diameter in the left tank. The right tank contained about 20% of the ice found in the left tank. Approximately 53 gallons of fuel were drained equally from both tanks; the contamination was not retained.
An FAA airworthiness inspector examined the airplane and found the fuel strainer contained a mixture of 50% water and 50% 100 low lead fuel. The operator's employee, under FAA oversight, checked the left header tank and found some water. Fuel filler cap seals and sump drains were satisfactory and correct part numbers. A cursory engine examination indicated it could be safely run. Spark plugs from cylinders No. 5 and 6 were black, consistent with a rich mixture. The engine was removed and transported to the operator's facility in Ohio for testing.
Engine Test and Fuel Facility Inspection
At the operator's facility, a test club propeller was installed. Before running, fuel injector nozzles were removed and, while connected to lines, the auxiliary fuel pump was turned on; fuel flow from each nozzle was equal with no water noted. Nozzles were reinstalled, and the engine was started and operated for about 30 minutes using only the engine-driven fuel pump. The engine achieved 2,845 rpm (full takeoff rpm is 2,850). Magneto checks at 1,700 and 2,100 rpm showed no discrepancies.
FAA personnel inspected the fueling facility. The truck was clean and in good repair; no issues were reported from other airplanes fueled from the same source.
Postaccident Surveillance
Postaccident surveillance by AirNet's FAA principal maintenance inspector (PMI) revealed four instances where other company pilots did not check fuel tanks for contaminants after fueling. These aircraft were different make and model. The failure to check tanks was contrary to the operator's Operational Manual. Two pilots departed without checking; the other two checked only after prompting from the PMI. The PMI alerted other Flight Standard District Offices. No negative reports were received from other FSDOs.
The Director of Operations postaccident disseminated information in a company newsletter and developed two Flight Operations Bulletins advising flight crews of increased FAA surveillance, reminding them to check fuel tanks after fueling, and specifying where to check.