Accident Overview
On January 30, 2017, at 1404 eastern standard time, a Cessna P210N, registration N4796P, sustained substantial damage during a forced landing approximately 1 mile north of Schuykill County Airport (ZER) in Pottsville, Pennsylvania. The private pilot and registered owner, along with a passenger, sustained minor injuries. The flight originated from Allentown Queen City Municipal Airport (XLL) in Allentown, Pennsylvania, around 1330, and was destined for Erie-Ottawa International Airport (PCW) in Port Clinton, Ohio. Visual meteorological conditions prevailed, and a visual flight rules flight plan was filed for the personal flight conducted under 14 CFR Part 91.
Pilot Actions and Engine Failure
The pilot reported that the day before the accident, he filled the airplane with fuel (90 gallons total), performed a preflight inspection, started the engine, and taxied briefly to confirm normal operation. The airplane was then parked outside overnight. The next day, the pilot arrived at the airport but did not conduct a preflight inspection or sump the fuel tanks. After starting the engine, he departed and climbed to 12,500 feet mean sea level. When he reduced engine rpm for cruise, the engine "just shut off immediately" without warning, and the propeller continued to windmill. Attempts to restart the engine over 3-4 minutes were unsuccessful. The pilot declared an emergency and proceeded toward ZER but ultimately landed off-field about 1 mile north of the airport. The airplane collided with trees and came to rest upright on an embankment, resulting in substantial damage to both wings, the engine separating from the firewall, and structural damage to the tail section.
Postaccident Examination
Examination of the aircraft revealed that both wing fuel tanks were breached, and the fuel selector rotated freely to each detent. The fuel sump drains were heavily corroded due to moisture exposure. The engine sustained impact damage, but cylinders, components, and accessories remained attached. The oil pan was damaged, preventing a test run. Manual rotation established compression and valve train continuity on all cylinders, and engine timing was confirmed. Both magnetos produced spark on a test bench. Spark plugs showed normal operating signatures. The fuel pump was locked up and disassembled, revealing internal corrosion from moisture. The fuel manifold had normal flow checks, though its inlet screen contained a small amount of debris. The fuel metering unit sustained impact damage, with a bent mixture control and broken fuel inlet fitting; its screen was debris-free, but internal components showed extensive corrosion consistent with moisture exposure. The aircraft had been exposed to snow before and after recovery, and the corrosion could not be attributed to a specific timeframe. The pilot reported no previous issues with water in the fuel system. The oil sump contained residual oil with no metallic material; the oil pick-up tube, screen, pump, and filter were free of debris and without anomalies.
Maintenance and Pilot Information
The last annual inspection of the airframe and engine was completed on June 8, 2016, at a tachometer time of 3,663 hours. The engine, installed new in 2010, had accumulated approximately 644.6 hours. The pilot held a private pilot certificate with a single-engine land rating, with a third-class medical issued on October 9, 2015. He reported 3,000 total flight hours, including 1,500 hours in the same make and model.
Weather Conditions
A weather observation taken at 1358 at Muir Army Airfield (MUI), about 19 miles southwest of the accident site, reported wind from 280 degrees at 7 knots, variable between 240 and 310 degrees, visibility 10 statute miles, few clouds at 7,500 feet, temperature -1°C, dew point -4°C, and an altimeter setting of 29.81 inches of mercury.