Incident Overview
On January 2, 2021, about 1430 mountain standard time, a Cessna P210N airplane, registration N833RT, was substantially damaged during an accident near Moab, Utah. The pilot and three passengers were not injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Pilot Report
According to the pilot, the airplane had been brought into a hangar for a few hours to melt ice that had accumulated on the airframe. After the engine would not start following several attempts, the airplane was returned to the hangar for additional hours to warm the engine. Following a successful startup, the pilot verified oil pressure and oil temperature indications, then taxied to the runup area. An engine runup did not reveal any anomalies.
Shortly after takeoff, about 100 to 200 feet above ground level (agl), the engine began running roughly and lost partial power. The pilot retracted the landing gear but soon felt a further loss of engine power, accompanied by a decrease in altitude and maneuverability. The pilot extended the landing gear and conducted a forced landing onto the remaining runway. The airplane landed on the left side of the runway before veering right and exiting into the snow-covered runway safety area. The right main landing gear collapsed, and the airplane came to rest on its right-wing tip and right horizontal stabilizer. The pilot reported that the landing gear may not have been fully extended upon landing.
Passenger Observation
A front passenger informed the pilot that the fuel flow gauge had indicated about 42 gallons per hour (gph) during takeoff.
Weather Conditions
At 1453, the recorded weather at Canyonlands Field Airport (CNY), Moab, Utah, included wind from 330° at 8 knots, and a temperature of -6°C.
Aircraft and Engine Information
The airplane was equipped with a Continental IO-550 engine that had been converted from a normally aspirated engine to a turbo-normalized engine on November 9, 2020, which was also the date of the last annual inspection. At that time, the engine's total time was 0.0 hours. By the time of the accident, the engine had accumulated about 40 hours of operation. The engine conversion utilized Supplemental Type Certificate (STC) SA02918CH, owned by Vitatoe Aviation.
Engine Data and Postaccident Testing
Recovered engine data indicated a loss of rpm, manifold pressure, and fuel pressure during takeoff. These values briefly restored before dropping again. Maximum manifold pressure and fuel flow values reached 33.7 inches of mercury (inHg) and 47.9 gph, respectively.
During a postaccident test run, the engine hesitated. At that time, manifold pressure indicated 34.2 inHg and fuel flow was 44 gph at 2,720 rpm. After the engine reached normal operating temperature, manifold pressure and fuel flow displayed nominal values when operated at 2,700 rpm. A subsequent test flight revealed no anomalies across multiple power settings. No component adjustments were made to the engine during the test run.
Pilot Operating Handbook Supplement
The Vitatoe Pilot Operating Handbook (POH) Supplement, Revision B, issued July 24, 2014, stated: 'On the first flight of the day, when the throttle is advanced for takeoff, manifold pressure will normally exceed 31.0 inches Hg and fuel flows will exceed 37 GPH if the throttle is opened fully. Momentary manifold pressures up to 33.0 inches Hg are acceptable. If manifold pressure consistently exceeds 31.0 inches of Hg, mechanical adjustment may be necessary. On any takeoff, the manifold pressure should be monitored, and the throttle set to provide 31.0 inches Hg; then, for maximum engine power, a full rich mixture should provide at least 35 GPH (36-37 GPH preferred).'