# NTSB LAX01LA085: Cessna T210M, N761SE, Kelseyville, CA, February 3, 2001 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: February 3, 2001, 06:50 local (14:50 UTC) - Place: Kelseyville, CA - Coordinates: 38.910511, -122.789039 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=38.9105&lon=-122.7890&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 3 uninjured - Status: Completed, report November 6, 2001 - Report: Approved by Office Director - Parties: FAA Flt Stnds Dist Office - NTSB case key (mKey): 51431 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=LAX01LA085 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/51431/pdf - Page: https://openairdocs.org/ntsb/LAX01LA085 ## Probable cause The failure of the pilot to comply with emergency procedures contained in the Pilot's Operating Handbook, which resulted in an excessively rich mixture and loss of engine power. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of engine power(total) - nonmechanical, climb - to cruise - emergency procedure - not complied with, pilot in command (cause) - fuel injection control/system - excessive flow/output - In flight collision with terrain/water, emergency descent/landing - terrain condition - crop ## Analysis The pilot reported that, during his preflight inspection of the aircraft, he noted the fuel gauges indicated about 25 gallons total fuel in the tanks, and, while looking in each of the two tanks and rocking the aircraft, he could hear sloshing and saw an irregular reflection. After takeoff, while climbing out at 120 - 130 knots and climbing 500 feet per minute, the airplane was near 4,000 feet msl when he felt the controls of the airplane get heavy. He had a headset on and couldn't hear the engine well. When he checked the instruments he saw that the engine tachometer was down to 1,200 rpm and the airspeed was slowing to below 100 knots. There was no roughness, no loud noise, and no sputtering from the engine. The engine continued to windmill. The airplane was on the right-hand fuel tank and he switched to the left tank. The throttle, propeller, and mixture controls were in the full forward position. He believed that he only turned on the low fuel boost pump switch position because he focused his attention outside the airplane on selecting a site and landing. The aircraft recovery company reported that, when they recovered the airplane, there was no fuel in the right tank and about 8 gallons fuel in the left tank (0.5 gallons of fuel in each tank is unusable). A postaccident examination of the aircraft did not reveal any mechanical abnormality. According to the Cessna Aircraft Company Pilot Operating Handbook for the model T210M (Emergency Procedures, Engine Failure During Flight), following loss of engine power, the pilot should; 1) switch to the fuller fuel tank, 2) place the mixture control in the full rich position, 3) turn the auxiliary fuel pump on for 3 - 5 seconds with the throttle 1/2 open, and 4) slowly advance the throttle. A Cessna Aircraft spokesman said that, if the throttle and mixture were full forward (full throttle and rich mixture) and the boost pump remained on while the engine was rotating at only 1,200 rpm, a flooded fuel condition was likely created in the engine which prevented restart. ## Factual narrative On February 3, 2001, at 0650 hours Pacific standard time, a Cessna T210M, N761SE, was substantially damaged during an off-airport emergency landing following loss of engine power during climb to cruise altitude. The certificated commercial pilot and two passengers were not injured. The personal flight, that was operated by the owner under 14 CFR Part 91, departed from the Healdsburg, California airport about 0640, and was destined for Willows, California. Visual meteorological conditions prevailed and no flight plan was filed. The pilot reported that, during his preflight inspection of the aircraft, he noted the fuel gauges indicated about 25 gallons total fuel in the tanks, and, while looking in each of the two tanks and rocking the aircraft, he could hear sloshing and saw an irregular reflection. After takeoff, while climbing out at 120 - 130 knots and climbing 500 feet per minute, the airplane was near 4,000 feet msl when he felt the controls of the airplane get heavy. He had a headset on and couldn't hear the engine well. When he checked the instruments he saw that the engine tachometer was down to 1,200 rpm and the airspeed was slowing to below 100 knots. There was no roughness, no loud noise, and no sputtering from the engine. The engine continued to windmill. The airplane was on the right-hand fuel tank and he switched to the left tank. The throttle, propeller, and mixture controls were in the full forward position. He believed that he only turned on the low fuel boost pump switch position because he focused his attention outside the airplane on selecting a site and landing. The aircraft recovery company reported that, when they recovered the airplane, there was no fuel in the right tank and about 8 gallons fuel in the left tank (0.5 gallons of fuel in each tank is unusable). A postaccident examination of the aircraft did not reveal any mechanical abnormality. According to the Cessna Aircraft Company Pilot Operating Handbook for the model T210M (Emergency Procedures, Engine Failure During Flight), following loss of engine power, the pilot should; 1) switch to the fuller fuel tank, 2) place the mixture control in the full rich position, 3) turn the auxiliary fuel pump on for 3 - 5 seconds with the throttle 1/2 open, and 4) slowly advance the throttle. A Cessna Aircraft spokesman said that, if the throttle and mixture were full forward (full throttle and rich mixture) and the boost pump remained on while the engine was rotating at only 1,200 rpm, a flooded fuel condition was likely created in the engine which prevented restart. ## Aircraft - Registration: [N761SE](https://openairdocs.org/deregistered/N761SE-2001-08-10), registration cancelled 2001-08-10, S/N 21062474 (OpenAirDocs) - Reported make and model: Cessna T210M - Registry model: [Cessna T210M](https://openairdocs.org/model/cessna-t210m) (registry code 2073451) (OpenAirDocs) - Category: Airplane - Serial number: 21062474 - Airframe hours: 1407 - Engines: Continental TSIO-520-R12B 310 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: William T. Conklin - Airworthiness certificate: Standard, Normal - Last inspection: Annual, November 10, 2000, 14 hours before - Departed: O31, Healdsburg, CA - Destination: WLW, Willows, CA ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 43; injuries: none; commercial; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: left; flight hours: 1,462 total, 418 in this make and model, 1,369 as pilot in command, 14 in the last 90 days, 3 in the last 30 days ## Weather - Conditions: Visual (VMC), Dawn - Wind: 0 knots - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 41 °F, dew point 39 °F - Altimeter: 30.37 inHg - Observed at: UKI, 32 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 20010203005689A](https://openairdocs.org/incident/20010203005689A), Feb 3, 2001: Cessna T210M, Kelseyville, No damage. (-23) During the climb, the a/c lost power and the pilot made a power off approach and landing in a vineyard near the town of Kelseyville, CA. On inspection of… 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.