# NTSB CHI96LA060: Cessna T210N, N5083C, Indianapolis, IN, December 21, 1995 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: December 20, 1995, 20:30 local (Dec 21, 1995, 01:30 UTC) - Place: Indianapolis, IN - Coordinates: 39.670875, -86.070854 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=39.6709&lon=-86.0709&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report April 18, 1996 - Report: Approved by Office Director - NTSB case key (mKey): 10174 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CHI96LA060 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/10174/pdf - Page: https://openairdocs.org/ntsb/CHI96LA060 ## Probable cause the failure of the turbocharger, caused by a unapproved rebuild of the turbocharger which contained automotive parts. Debris from the failed turbocharger damaged the oil pump resulting in lack of engine lubrication. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - mech failure/malf, climb - exhaust system,turbocharger - failure (cause) - exhaust system,turbocharger - unapproved part (cause) - maintenance,rebuild/remanufacture - not approved, unknown (cause) - lubricating system,oil pressure pump - foreign object damage - Forced landing, emergency descent/landing - In flight collision with terrain/water, emergency landing ## Analysis The pilot reported an engine power surge, followed by a loud bang from the engine area, and a total loss of engine power. A piece of the snap ring from the turbocharger was found jammed between the oil scavenge pump gears and the oil scavenge pump case. This caused the oil pump to fail, resulting in no oil pressure and a total loss of engine power. The center section of the turbocharger had been rebuilt using automotive parts. The airplane's propeller, fuselage bulkheads and lower fuselage skin were bent during the emergency landing. ## Factual narrative On December 20, 1995, at 2030 eastern standard time (est), a Cessna T210N, N5083C, piloted by a commercial pilot, sustained substantial damage during an off airport landing. The pilot reported a total loss of power shortly after takeoff, from the Indianapolis International Airport. Visual meteorological conditions prevailed at the time of the accident. The 14 CFR Part 135 flight was operating on a IFR flight plan. The pilot reported no injuries. The flight departed from Indianapolis, Indiana, en route to Chicago, Illinois, exact time unknown. The pilot was interviewed by telephone by the investigator in charge (IIC) on December 20, 1995. The pilot stated that after the first power reduction following takeoff, the engine seemed to surge, and then continued to operate normally. The pilot reported that three to four minutes after the first power reduction the engine began losing power. The pilot reported hearing a loud bang from the engine area, followed by a total loss of engine power. The pilot remembered seeing zero revolutions per minute on the tachometer, even though the propeller was still windmilling. After the total loss of power the pilot made an emergency landing in a snow covered field, with the landing gear retracted. Post flight examination of the airplane's engine revealed the following. External damage to the crankcase was seen above the number 5 cylinder's connecting rod. The oil pump drive shaft failed where the splines attach to the accessory gear. The number 5 cylinder's connecting rod was separated from the crankshaft. Two other connecting rods showed evidence similar to lack of lubrication. A piece of snap ring was found jammed between the oil scavenge pump gears and the oil scavenge pump case. The oil scavenge line runs from the turbocharger to the oil scavenge pump on this engine. The turbocharger should contain four snap rings, one snap ring was missing. The shaft on the turbocharger had approximately one quarter inch of end play. The maximum design limit is .005 inches. The compressor and turbine blades on the turbocharger were damaged due to rubbing. A portion of one compressor blade was missing. The turbocharger center section uses two roll pins internally. These roll pins were found sheared when the turbo charger was disassembled. The roll pins appeared to be spiral roll pins. Automotive roll pins use a spiral design. The center section measured approximately .010 inches oversize, where one bearing installs. Automotive turbocharger's of this design are allowed to oversize this area by .010 inches, aircraft turbocharger's are not allowed to oversize this area. A portion of the bearing area in the center section of the turbocharger had fractured, and broken loose. Aircraft turbocharger center sections of this design are made of ductile iron. This unit was made of cast iron as analyzed by the National Transportation Safety Boards Materials Laboratory Division, in Washington, DC. The last documented overhaul of the turbocharger was on December 13, 1988. From December 13, 1988, until the day of the accident, the aircraft had accumulated 1,181 hours. The airplane's propeller, fuselage bulkheads and lower fuselage skin were bent during the emergency landing. ## Aircraft - Registration: [N5083C](https://openairdocs.org/deregistered/N5083C-1998-06-10), registration cancelled 1998-06-10, S/N 21063700 (OpenAirDocs) - Reported make and model: CESSNA T210N - Registry model: [Cessna T210N](https://openairdocs.org/model/cessna-t210n) (registry code 2073456) (OpenAirDocs) - Category: Airplane - Serial number: 517445 - Airframe hours: 2598 - Engines: CONTINENTAL TSIO-520-R 310 horsepower reciprocating - Damage: Substantial damage - Flight: Part 135 - Registered owner: Prompt Air Inc - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, December 19, 1995, 1 hours before - Departed: IND - Destination: MDW, CHICAGO, IL - Flight plan: IFR ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 27; commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 1, valid medical--no waivers/lim.; seat: left; flight hours: 1,253 total, 24 in this make and model, 1,178 as pilot in command, 124 in the last 90 days, 25 in the last 30 days ## Weather - Conditions: Visual (VMC), Night/dark - Wind: 10° at 16 knots - Visibility: 15 statute miles - Lowest ceiling: none - Temperature: 25 °F, dew point 18 °F - Altimeter: 29.00 inHg - Observed at: IND, 7 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 19951220046149A](https://openairdocs.org/incident/19951220046149A), Dec 20, 1995: Cessna T210N, Indianapolis, IN, Substantial damage. Power surge loud bang and power loss. Turbocharger snap ring jammed oil pump gears. Turbo rebuilt with auto parts. (-23) aircraft departed ind and shortly… ## Other investigations on N5083C (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 CHI97FA027](https://openairdocs.org/ntsb/CHI97FA027), Nov 15, 1996: Cessna T210N (N5083C), Springfield, MO, destroyed, 1 fatal. Probable cause: the pilot's failure to set the altimeter to the current setting given by the controller resulting in the aircraft altimeter reading 260 feet higher than the actual aircraft altitude. Factors involved… 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. --- 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.