# NTSB ERA10LA307: Cessna 210L, N2263S, Tampa, FL, June 9, 2010 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: June 8, 2010, 20:39 local (Jun 9, 2010, 00:39 UTC) - Place: Tampa, FL - Coordinates: 27.975276, -82.533058 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=27.9753&lon=-82.5331&mi=10 - Phase of flight: [Initial climb](https://openairdocs.org/ntsb-phases/350) (OpenAirDocs' grouping) - Defining event: [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report December 13, 2011 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA/FSDO, Teledyne Continental Motors, Cessna Aircraft Company - NTSB case key (mKey): 76270 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA10LA307 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/76270/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=76270 - Page: https://openairdocs.org/ntsb/ERA10LA307 ## Probable cause The total loss of engine power due to inadequate torgue on the crankcase bolts. Contributing to the accident was the inadequate inspection performed 19.5 hours prior to the accident. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Engine (reciprocating): recip eng cyl section](https://openairdocs.org/ntsb-findings/01058530): Aircraft › Aircraft power plant · Fatigue/wear/corrosion (probable cause); cases with it: [Cessna 210L, 1 case](https://openairdocs.org/ntsb-findings/01058530/cases.md?model=2073448), [All aircraft, 373 cases](https://openairdocs.org/ntsb-findings/01058530/cases.md) - [Action](https://openairdocs.org/ntsb-findings/02041000): Personnel issues › Action/decision · Maintenance personnel (probable cause); cases with it: [Cessna 210L, 2 cases](https://openairdocs.org/ntsb-findings/02041000/cases.md?model=2073448), [All aircraft, 111 cases](https://openairdocs.org/ntsb-findings/02041000/cases.md) - [Maintenance: scheduled/routine maintenance](https://openairdocs.org/ntsb-findings/02062010): Personnel issues › Task performance · Maintenance personnel (probable cause); cases with it: [Cessna 210L, 2 cases](https://openairdocs.org/ntsb-findings/02062010/cases.md?model=2073448), [All aircraft, 320 cases](https://openairdocs.org/ntsb-findings/02062010/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Initial climb: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Cessna 210L, 4 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2073448), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Emergency descent: Off-field or emergency landing](https://openairdocs.org/ntsb-events/440); cases with it: [Cessna 210L, 6 cases](https://openairdocs.org/ntsb-events/440/sequence.md?model=2073448), [All aircraft, 3,365 cases](https://openairdocs.org/ntsb-events/440/sequence.md) - [Landing: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 210L, 5 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2073448), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The airplane was climbing when the engine lost partial power. The pilot turned back toward the departure airport and the engine lost total power. During the subsequent forced landing, the airplane struck a fence, which resulted in substantial damage to the fuselage and left wing. Examination of the engine crankcase halves revealed fretting at the No. 2 main bearing saddle surfaces, which indicated insufficient clamping force during assembly due to inadequate torque on the bolts. The No. 2 main bearing was broken into pieces, which were observed in the oil sump. Examination of the crankshaft revealed a fatigue fracture that initiated in the fillet between the No. 2 main journal and the cheek at the aft end of the journal. The fatigue crack features observed in the No. 2 main bearing were secondary and were a result of high stresses on the bearing as it shifted. This most likely resulted from insufficient bearing crush due to insufficient clamping force on the crankcase saddle surfaces. According to the engine logbooks, a 100-hour maintenance inspection occurred 19.5 hours prior to the accident, which required a mechanic to verify that the crankcase bolts did not exhibit looseness. ## Factual narrative On June 8, 2010, about 2039 eastern daylight time, a Cessna 210L, N2263S, was substantially damaged during a forced landing to a vacant football field near a school in Tampa, Florida. The airplane was registered to and operated by Flight Express Inc. The certificated commercial pilot was not injured. Night visual meteorological conditions prevailed at the time, and an instrument flight rules (IFR) flight plan was filed for the 14 Code of Federal Regulations Part 135 cargo flight. The flight originated from Tampa International Airport (TPA), Tampa, Florida, about 5 minutes prior to the accident. The pilot stated that after takeoff, about 800 to 1,000 feet above ground level (agl), he heard a loud bang and the engine rpm increased, followed by an oil pressure decrease. He advised the tower controller at TPA that the flight needed to return but did not declare an emergency. While returning to TPA, the engine rpm decreased and the pilot then declared an emergency with the controller. At 600 feet agl the engine stopped producing power, and the pilot maneuvered the airplane for a forced landing to an athletic field. While on approach the airplane collided with a chain link fence. The airplane came to rest upright, and in a left wing low attitude. The pilot held a commercial pilot certificate for airplane single-engine and multiengine land and instrument airplane. In addition, he held a flight instructor certification for airplane single-engine, airplane multiengine, and instrument airplane. The pilot was issued a first class medical certificate on May 18, 2010, without limitations. He reported 1,330 hours of total flight experience, of which, 10.2 were in the same make and model as the accident airplane. Weather reported at TPA at 2053 included winds from 070 at 8 knots, gusting to 18 knots, 10 miles visibility, few clouds at 6,000 feet, scattered clouds at 25,000 feet, temperature 30 degrees C, dew point 19 degrees C, and an altimeter setting of 30.04 inches of mercury. An inspector from the Federal Aviation Administration (FAA) reported that the airplane sustained substantial damage to the left wing, and fuselage, during the forced landing. The airplane was recovered to the operator's hangar at TPA, for further examination. A post accident examination of the engine revealed that continuity could not be obtained by manual rotation of the crankshaft flange. Both magnetos were removed, rotated by hand, and produced spark on all towers. The spark plugs were removed and visual observation revealed that they exhibited normal wear and their electrodes were light grey in color. Fuel was observed in the fuel lines, fuel manifold, and the fuel pump, and all fuel lines and nozzles were free of obstructions. The oil sump was removed from the engine and metal particles were observed. The oil filter was removed from the engine, and examination of the filter revealed metal shavings and particles. All cylinders were removed, and no abnormalities were noted to theirpistons, intake valves, or exhaust valves. The crankcase halves were separated and the main bearing supports, main bearing supports mating surfaces, and tang-lock slots exhibited damage. The No.2 main bearing saddle surfaces of the crankcase exhibited fretting. Portions of the No.2 main bearing was found in the oil sump. The crankshaft was removed from the engine and examined. The crankshaft fractured between the No.2 main journal and the cheek at the aft end of the journal. The No.2 connecting rod did not move freely by hand on the crankshaft connecting rod journal. All other crankshaft connecting rod and main journals appeared intact and exhibited no obvious indication of hard particle passage. The crankshaft, main bearings, connecting rods and bearings, and camshaft were sent to the Safety Board Materials Laboratory for further examination. The examination revealed a fatigue fracture through the crankshaft adjacent to the No.2 main journal. According to the Materials Laboratory Factual Report, "Fatigue features emanated from an origin area at the surface in the fillet between the number 2 journal and the cheek at the aft side of the journal…The origin area of the fracture was smooth and shiny consistent with post-fracture rub damage, however small ratchet lines were visible radiating outward from the fatigue origins at the fillet surface …The number 2 journal and fillet radii at either end of the journal were dull and had circumferential scoring, damage consistent with abnormal bearing contact such as from a shifted bearing. The number 2 main journal was tinted a light gold color and did not display dark discoloration." Examination of the engine logbooks revealed that on December 5, 2007, a magnaflux and ultrasonic inspection of the crankshaft was performed, with "no defects" noted. Then, the engine was overhauled on December 14, 2007, at a tach time of 2069.6 hours. Another entry stated that the No.2 cylinder was removed and replaced on April 13, 2010, at a tach time of 2982.4 hours, about 115.2 hours prior to the accident. The most recent logbook entry was a 100-hour inspection that was performed on May 27, 2010, at a tach time of 3078.3 hours. A FAR Part 135 100-Hour inspection checklist was utilized that stated under the crankcase section to "check bolts and nuts for looseness." At the time of the accident, the tach time was 3097.8. ## Aircraft - Registration: [N2263S](https://openairdocs.org/deregistered/N2263S-2011-03-07), registration cancelled 2011-03-07, S/N 21061207, built 1976 (OpenAirDocs) - Reported make and model: CESSNA 210L - Registry model: [Cessna 210L](https://openairdocs.org/model/cessna-210l) (registry code 2073448) (OpenAirDocs) - Registry engine: [Continental IO-520 series](https://openairdocs.org/engine/continental-io-520-series) (registry code 17032, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 21061207 - Airframe hours: 13710 - Engines: CONT MOTOR IO 520 SERIES 285 horsepower reciprocating - Damage: Substantial damage - Flight: Part 135 - Operator: Flight Express Inc - Registered owner: Flight Express Inc - Airworthiness certificate: Standard, Normal - Last inspection: 100 hour, May 27, 2010, 20 hours before - Departed: TPA, Tampa, FL - Destination: FXE, Fort Lauderdale, FL - Flight plan: IFR - Airport: TPA, Tampa International Airport ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 30; injuries: none; flight instructor, commercial; airplane ratings: multi-engine land, single-engine land; instrument ratings: airplane; medical: class 1, without waivers/limitations; last flight review June 3, 2010; seat: left; flight hours: 1,300 total, 10 in this make and model, 1,280 as pilot in command, 96 in the last 90 days, 28 in the last 30 days, 6 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night - Wind: 70° at 8 knots, gusting 18 - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 86 °F, dew point 66 °F - Altimeter: 30.04 inHg - Observed at: TPA, 30 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 20100609045039A](https://openairdocs.org/incident/20100609045039A), Jun 9, 2010: Cessna 210L, Tampa, FL, Substantial damage. On departure from Tampa international airport N2263S had to accomplish an off airport landing due to an engine failure. Upon inspection of the engine the… ## Docket (10 files) The files NTSB released with the investigation on October 25, 2011, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=76270. 14.7 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 252 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40355803&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Pilot Statement (item 2, .PDF, 66 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40355804&FileExtension=.PDF&FileName=Pilot%20Statement-Redacted.PDF - Materials Laboratory 15 - Factual Report 11-010 (item 3, .PDF, 1.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40344384&FileExtension=.PDF&FileName=Materials%20Laboratory%2015%20-%20Factual%20Report%2011-010-Master.PDF - Engine Field Inspection Report (item 4, .PDF, 6.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40355805&FileExtension=.PDF&FileName=Engine%20Field%20Inspection%20Report-Redacted.PDF - Excerpts of Engine Maintenance Records (item 5, .PDF, 5.0 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40355857&FileExtension=.PDF&FileName=Excerpts%20of%20Engine%20Maintenance%20Records-Redacted.PDF - TPA Weather Observations (item 6, .PDF, 10 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40355806&FileExtension=.PDF&FileName=TPA%20Weather%20Observations-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 7, .PDF, 185 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40355807&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Redacted.PDF - Diagram: TPA to Accident Site (item 8, .PDF, 295 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40355808&FileExtension=.PDF&FileName=Diagram%3A%20TPA%20to%20Accident%20Site-Master.PDF - Photo 1: Front view of Airplane (Courtesy of FAA) (item 9, .PDF, 501 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40355810&FileExtension=.PDF&FileName=Photo%201%3A%20Front%20view%20of%20Airplane%20(Courtesy%20of%20FAA)-Master.PDF - Photo 2: Aft View of Airplane and Fence (Courtesy of FAA) (item 10, .PDF, 571 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40355811&FileExtension=.PDF&FileName=Photo%202%3A%20Aft%20View%20of%20Airplane%20and%20Fence%20(Courtesy%20of%20FAA)-Master.PDF 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.