# Accident 20020826022209A: Cessna T210N, Glastonbury, CT, August 26, 2002 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: August 26, 2002, 18:55 local time - Place: Glastonbury, CT - Damage: Substantial damage - Operating rules: General operating rules (Part 91) - Location: 41.6853° N, 72.6189° W: From the FAA - Nearby events: https://openairdocs.org/map.md?lat=41.6853&lon=-72.6189&mi=10 - Aircraft: N4908C, a cancelled registration (https://openairdocs.org/deregistered/N4908C-2003-11-04) (OpenAirDocs) - Registry model: Cessna T210N (registry code 2073456, https://openairdocs.org/model/cessna-t210n) (OpenAirDocs) - Registry engine: Continental TSIO-520 series (registry code 17040, https://openairdocs.org/engine/continental-tsio-520-series) (OpenAirDocs) - Reported make and model: CESSNA T210N - NTSB investigation: [NTSB IAD02LA090](https://openairdocs.org/ntsb/IAD02LA090) (OpenAirDocs) - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20020826022209A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. (.19) ON AUGUST 26, 2002, AT 1855 EASTERN DAYLIGHT TIME, A CESSNA T210N, N4908C, WAS SUBSTANTIALLY DAMAGED DURING A FORCED LANDING TO A FIELD IN GLASTONBURY, CONNECTICUT, FOLLOWING A PARTIAL LOSS OF ENGINE POWER. THE CERTIFICATED PRIVATE PILOT AND PASSENGER WERE NOT INJURED. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN WAS FILED FOR THE PERSONAL FLIGHT CONDUCTED UNDER 14 CFR PART 91. IN AN INITIAL INTERVIEW, THE PILOT STATED THAT THE PURPOSE OF THE FLIGHT WAS TO PRACTICE INSTRUMENT APPROACHES AT THE HARTFORD-BRAINARD AIRPORT (HFD), HARTFORD, CONNECTICUT. WHILE PERFORMING THE MISSED APPROACH PROCEDURE OF THE SECOND GPS RUNWAY 02 APPROACH, THE AIRPLANE'S ENGINE "LOST POWER." THE AIRPLANE WAS ORIENTED ON A HEADING OF 150 DEGREES, IN A CLIMB, ABOUT 2,000 FEET, WHEN THE PILOT NOTICED THE "DECREASE IN POWER FROM THE ENGINE." HE THEN DECLARED AN EMERGENCY, DISENGAGED THE AUTOPILOT, AND PERFORMED A FORCED LANDING TO A FIELD. THE PILOT REPORTED THAT IN PREPARATION FOR THE EMERGENCY LANDING, HE PERFORMED THE ITEMS ON THE EMERGENCY CHECKLIST FROM MEMORY. HE STATED THAT HE "MANIPULATED THE THROTTLE;" HOWEVER, HE DID NOT OBSERVE A RESPONSE FROM THE ENGINE. THE PILOT COULD NOT RECALL THE INDICATIONS FROM THE ENGINE INSTRUMENTS, MANIFOLD PRESSURE GAUGE, OR TACHOMETER. HE ALSO COULD NOT COMMENT ON ANY SPECIFIC SOUNDS, OR CHANGES IN SOUNDS, COMING FROM THE ENGINE. IN A SECOND INTERVIEW, THE PILOT WAS QUESTIONED SPECIFICALLY ABOUT THE OPERATION OF THE AUTOPILOT DURING THE ACCIDENT FLIGHT. THE PILOT REPORTED THAT HE HAD BEEN EXPERIENCING PROBLEMS WITH THE AUTOPILOT, AND A REPLACEMENT AUTOPILOT WAS INSTALLED FOR THE ACCIDENT FLIGHT TO TROUBLESHOOT THE PROBLEM. THE PILOT STATED THAT DURING THE FLIGHT, WHILE THE AUTOPILOT WAS ENGAGED, THE AIRPLANE "DEPARTED FROM ITS COURSE" AND "EXAGGERATED ITS TURNS." DUE TO THE AUTOPILOT CAUSING THE AIRPLANE TO PERFORM "ERRATICALLY," THE PILOT DISENGAGED IT DURING THE SECOND APPROACH. AFTER THE SECOND APPROACH, WHILE PERFORMING THE MISSED APPROACH PROCEDURE, THE PILOT REENGAGED THE AUTOPILOT, AND THE AIRPLANE INITIATED UNCOMMANDED TURNS AND "SWAYS". THE PILOT CONTINUED WITH THE MISSED APPROACH, AND DURING THE CLIMB, THE ENGINE "DIED." AS STATED IN HIS INITIAL INTERVIEW, THE PILOT REPORTED THAT HE THEN DISENGAGED THE AUTOPILOT AND PERFORMED A FORCED LANDING TO A FIELD. THE PILOT ADDED THAT THE FLIGHT CONTROLS FELT "HEAVY" DURINGTHE DESCENT, AND THEIR RESISTANCE TO CONTROL INPUTS HAD INCREASED. THE PILOT ALSO RECALLED THAT HE MAY HAVE ADJUSTED THE ELECTRIC TRIM TO TRY TO COMPENSATE FOR THE RESISTANCE. AN EXAMINATION WAS CONDUCTED BY A FEDERAL AVIATION ADMINISTRATION (FAA) INSPECTOR. ACCORDING TO THE INSPECTOR, COMPRESSION AND VALVE TRAIN CONTINUITY WAS OBTAINED ON THE ENGINE. THE MAGNETOS AND IGNITION SYSTEM WERE EXAMINED AND NO DEFICIENCIES WERE NOTED. ADDITIONALLY, THE AIRPLANE WAS FUELED WITH 85 GALLONS OF FUEL PRIOR TO ITS DEPARTURE, AND EXAMINATION OF THE FUEL SYSTEM REVEALED NO DEFICIENCIES. THE ELEVATOR TRIM WAS OBSERVED IN THE FULL NOSE DOWN POSITION. EXAMINATION OF THE AIRPLANE AND ENGINE LOGBOOKS REVEALED THE LAST ANNUAL INSPECTION WAS PERFORMED ON FEBRUARY 20, 2002. (-23) ENGINE LOST POWER IN FULL POWER CLIMB TO 1700 FEET, PILOT DESCENDED TO CORN FIELD THAT HE HAD IN SIGHT, MAINTAINED 80 KNOTS AIRSPEED, LANDED IN CORN FIELD 90 DEGREES TO CORN ROWS, BROKE OFF NOSE GEAR AND FLIPPED AIRCRAFT ONTO ITS BACK. DID NOT TRY ENGINE RESTART, DID NOT USE ANY FLAPS. (-23 AMENDMENT) THIS IS AN AMENDMENT TO ACCIDENT REPORT DATED 09/18/2002. I IC CHESTER M. OGORZALEK WITNESSED THE REASSEMBLY OF THE ENGINE AFTER FAA INSPECTION. WITNESSED THE STARTUP AND NORMAL OPERATION OF THE ENGINE FROM IDLE TO 2000 RPM. THE ENGINE OPERATED NORMAL ON THE ENGINE DRIVEN FUEL PUMP AND DID NOT NEED ASSISTANCE FROM THE ELECTRIC BOOST PUMP. ALL OTHER ENGINE OPERATIONS WERE NORMAL. ## The NTSB's investigation of this event (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB IAD02LA090](https://openairdocs.org/ntsb/IAD02LA090), Aug 26, 2002: Cessna T210N (N4908C), Glastonbury, CT, substantial damage. Probable cause: A partial loss of engine power for undetermined reasons. A factor in the airplane's damage was the standing corn. From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.