# NTSB NYC00LA200: Cessna P210N, N5256W, Richfield Sprng, NY, July 17, 2000 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: July 17, 2000, 15:13 local (19:13 UTC) - Place: Richfield Sprng, NY - Coordinates: 42.849613, -74.979454 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=42.8496&lon=-74.9795&mi=10 - Phase of flight: [Enroute](https://openairdocs.org/ntsb-phases/400) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 2 serious - Status: Completed, report March 2, 2001 - Report: Approved by Office Director - NTSB case key (mKey): 49726 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC00LA200 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/49726/pdf - Page: https://openairdocs.org/ntsb/NYC00LA200 ## Probable cause Failure of the number two cylinder main bearing for undetermined reasons. ## 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 - engine assembly,bearing - failure (cause) - reason for occurrence undetermined - In flight collision with object, emergency landing ## Analysis While in cruise flight about 3,700 feet mean-sea-level, the pilot heard a loud 'pop', and the engine lost all power. The pilot performed a forced landing to a field, struck a rock, and the airplane came to rest inverted. Examination of the engine revealed that the crankshaft had separated between the number two and number three connecting rods. Additionally, the main bearing from the number two cylinder had shifted rearward. Material transfer, between the bearing and the area of the crankshaft near the fracture, was consistent with the bearing rubbing against the crankshaft. Review of the maintenance records, from the facility the previously performed maintenance on the airplane, revealed that all six cylinders were replaced about 100 hours of operation prior to the accident. One of the through-bolts was found to be at a torque setting that was less than the specified torque setting. The investigation could not determine if the bolt was not at a proper torque setting before the accident, or if the impact had loosened the bolt. The owner of the maintenance facility stated that the bolts were set to the correct torque. ## Factual narrative On July 17, 2000, at 1513 Eastern Daylight Time, a Cessna P210N, N5256W, was substantially damaged during a forced landing in a field near Richfield Springs, New York. The certificated private pilot and passenger sustained serious injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under 14 CFR Part 91. The flight originated from Fulton County Airport (NY0), Johnstown, New York, about 1450; and was destined for Port Columbus International Airport, Columbus, Ohio. The pilot stated that during the climb from NY0, the climb performance of the airplane was less than normal, and "the engine was not acting right." About 3,700 feet mean-sea-level, the pilot heard a "pop", and the engine lost all power. The pilot performed a forced landing to a field. During the landing, the airplane struck a rock, and came to rest inverted. Examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed that metal was present in the engine oil filter. A representative from the engine manufacturer, under the supervision of the FAA inspector, examined the engine at the facility that previously performed maintenance work on the airplane. The examination revealed that the crankshaft had separated between the number two and number three connecting rods. Further examination revealed that the main bearing from the number two cylinder had shifted rearward. The representative noted material transfer between the bearing and the area of the crankshaft near the fracture. The material transfer was consistent with the bearing rubbing against the crankshaft. Review of the maintenance records revealed that all six cylinders were replaced about 100 hours of operation prior to the accident. The representative and the FAA inspector checked the torque on the cylinder through-bolts. They found that one of the bolts was at a torque setting that was less than the specified torque setting. However, they could not determine if the bolt was not at a proper torque setting before the accident, or if the impact had loosened the bolt. The owner of the maintenance facility said that the bolts were set to the correct torque. ## Aircraft - Registration: [N5256W](https://openairdocs.org/deregistered/N5256W-2012-01-24), registration cancelled 2012-01-24, S/N P21000664, built 1981 (OpenAirDocs) - Reported make and model: Cessna P210N - Registry model: [Cessna P210N](https://openairdocs.org/model/cessna-p210n) (registry code 2073454) (OpenAirDocs) - Registry engine: [Continental TSIO-520 series](https://openairdocs.org/engine/continental-tsio-520-series) (registry code 17040, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: P21000664 - Airframe hours: 3045 - Engines: Continental TSIO-520 P 310 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Registered owner: Robert R. Shirer - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 20, 1999, 150 hours before - Departed: NY0, JOHNSTOWN, NY - Destination: CMH, COLUMBUS, OH - Flight plan: IFR - Airport: NY0, Fulton County Airport ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 53; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, valid medical--w/ waivers/lim; seat: left; flight hours: 965 total, 168 in this make and model, 841 as pilot in command, 121 in the last 90 days, 42 in the last 30 days ## Weather - Conditions: Visual (VMC), Day - Wind: 310° at 6 knots - Visibility: 20 statute miles - Lowest ceiling: 4,900 ft broken - Temperature: 79 °F, dew point 66 °F - Altimeter: 29.00 inHg - Observed at: UCA, 12 nm away 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.