20180721024739A

Pilot in command (PIC) of N3611Y, a 1962 Cessna 210C that is registered to the PIC. The PIC departed from granbury regional airport (kgdj) on a day VFR flight to hilltop lakes airport (0TE4). PIC was the only occupant on board the aircraft. PIC preflight planning included checking weather utilizing on-line services available at the pics residence. Weather conditions for the flight were found to be VFR. The PIC did not file a flight plan. The preflight included draining a fuel sample from each of 5 drain points on the airplane; 2 wing tank drains, 2 low point drains on the aircraft's fuselage belly, and 1 main fuel strainer drain. All samples were found to be clean of contaminants and contained no water. The PIC confirmed the amount of fuel in each fuel tank by use of a clear hollow fuel dipstick. The airplane's oil quantity was checked and confirmed secured. The PIC continued the preflight walk around checking all attachments were secured and aircraft protective covers were removed from the pitot tube and fuel pressure drain lines under each wing.

The PIC stated that the first attempts at starting the engine were unsuccessful. The PIC stopped attempting to start the airplane and waited for approximately 30 minutes for the engine starter to cool. The second attempt was successful. The engine ran normally. Engine runup prior to takeoff was normal; magnetos and alternate air source were checked and found normal. The propeller was cycled and found normal.

N3611Y departed runway 14 from gdj. Ms. The PIC was navigating by a GPS installed on an ipad. At 3,500 feet, the PIC established level cruise setting the airplane's power to 22 inches of manifold pressure and the propeller to 2,300 rpm's. the PIC stated that the fuel mixture was leaned to 13 gallons per hour using the airplane's fuel flow guage. All engine indications were normal. The PIC stated that the recognized cruise speed the PIC was accustomed to seeing revealed that the airplane engine was producing the expected power.

The PIC stated that approximately 20 minutes into the flight, in the area of Blum, Texas, the airplane engine began to run rough. The PIC stated that it was suspected the engine was experiencing a vapor lock problem. The PIC switched the fuel tank from the right tank to the left side. This was per Cessna's vapor lock checklist. The engine roughness got worse so the PIC switched back to the right tank. The ppic selected the electric fuel boost pump to the low setting. It had no effect. The PIC stated that the engine began to lose power rapidly. The PIC selected the electric fuel boost pump to high. It had no effect. Per Cessna's checklist, the PIC tried rapidly retarding the throttle. This had no effect. The PIC prepared the airplane for an emergency off airport landing. The PIC stated that a field was chosen that was believed to be best taking the terrain and wind into account.

The PIC stated that per Cessna's procedures, it was elected to land the airplane with the gear retracted due to the engine-driven hydraulic pump had only windmilling power and consequences of landing with a gear partially extended would be worse. The PIC held the flap extension handle in the down position. The PIC stated that there was enough pressure to partially extend the flaps to approximately 30 degrees. On short final to the field, the PIC stated that the airplane's igntion was turned off. The airplane touched down on the field and slid on its belly for approximately 300 feet before coming to rest. After the airplane came to rest, the PIC switched the fuel selector to the off position and turned off the electric master switch. The ELT did not activate.

The PIC estimates that the length of time from the beginning of the engine problem until the emergency landing was completed was approximately 2 minutes. The PIC stated that the heavy workload prevented performing any other checklists and declaring an emergency on the radio. The PIC called 911 on the ground.