FTW04LA047

The 420-hour pilot reported that prior to departure the airplane's fuel tanks were full. During the flight, he switched from the left fuel tank to the right, approximately one hour after takeoff. The pilot stated the total time en-route was three hours, and ten minutes. Prior to arrival, the pilot entered a left downwind for runway 03. Upon lowering the gear, a passenger informed the pilot that he noticed liquid on the left wheel. The pilot further stated while on final, he was a little high and opted to go-around. On the crosswind leg, the airplane experienced a loss of engine power. Subsequently, the airplane landed hard in a field. After the evacuation, the pilot noticed, "fuel leaking from the engine area." During the on-scene examination by a Federal Aviation Administration inspector, no visible signs of fuel were observed in the left wing fuel tank. Approximately six two eight ounces of fuel was drained from the ring wing fuel tank. The engine and airframe were found to be free of anomalies during the course of the investigation.

On December 21, 2003, at 1530 central standard time, a Cessna T210N single-engine airplane, N4689Y, sustained substantial damage during a forced landing following a loss of engine power near the Marfa Municipal Airport (MRF), near Marfa, Texas. The private pilot and two passengers were not injured. The airplane was registered to and operated by the pilot. Visual meteorological conditions prevailed and a instrument flight rules flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The cross-country flight originated from Baytown Airport, near Baytown, Texas, at 1322, destined for MRF.

The 420-hour pilot reported in the Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2) that prior to departure the airplane's fuel tanks were full. During the flight, he switched from the left fuel tank to the right, approximately one hour after takeoff. The pilot stated the total time en-route was three hours, and ten minutes. Prior to arrival, the pilot entered a left downwind for runway 03. Upon lowering the gear, a passenger informed the pilot that he noticed liquid on the left wheel. The pilot further stated while on final, he was a little high and opted to go-around. On the crosswind leg, the airplane experienced a loss of engine power. The pilot "tried both fuel tanks, cycled the magnetos, and mixture control" with no prevail. Subsequently, the airplane "stalled at an airspeed of 35 knots" and landed hard on both main landing gears. After the evacuation, the pilot noticed, "fuel leaking from the engine area."

The two passengers reported seeing "fuel leaking from under the cockpit, and other various places on the aircraft" after the accident.

Examination of the airplane by a Federal Aviation Administration (FAA) inspector, who responded to the site of the accident revealed the engine was separated from its mounts and the engine firewall was bent. The left main landing gear and nose landing gear were both separated from the aircraft. There were no visual signs of fuel in the left wing fuel tank, and approximately six to eight ounces of fuel was drained from the right wing fuel tank. Both fuel caps were found secure. No fuel was observed in the fuel lines from the firewall to the engine.

On February 12, 2004, at the facilities of Air Salvage of Dallas, near Lancaster, Texas, under the supervision of the NTSB, a representative from Teledyne Continental Motors examined the Continental TSIO-520-R (9) engine.

Examination of the engine revealed the fuel inlet line from the fuel pump to the fuel-metering unit was loose due to previously being removed by the FAA inspector during the on-scene examination. The safety wire on the fuel manifold was also removed by the FAA inspector. The fuel pump was removed prior to the rotating the engine, and was found intact. The fuel pump drive coupling was intact and free of anomalies. The top sparkplugs were removed, and when compared to the Champion Aviation Check-A-Plug Chart, displayed moderate wear, light gray deposits in the electrode area. Rotational continuity throughout the engine, valve train, and accessories housing was established when the engine was rotated by hand using the propeller. Compression was noted on all six cylinders. Rotational continuity of the turbo charger was established, and was free of anomalies. The fuel manifold and diaphragm were found intact and free of anomalies. The fuel screen was clear of debris. Both the left and right magneto produced spark at all leads when the engine was rotated by hand. All three-propeller blades were loose in the hub and bent toward the non-cambered side.

According to the NTSB Form 6120.1/2 form, the airplane underwent its most recent annual inspection on May 1, 2003, at an airframe total time of 9,500.9 hours. The airframe and engine had accumulated 92.9 hours since the inspection. The engine was last overhauled on March 21, 1999, and has accumulated a total of 742.8 hours since overhaul.