SEA98LA099

The pilot stated that while in cruise flight at 10,500 feet MSL, the engine slowly lost power and then quit approximately two hours after takeoff, shortly after switching from the right fuel tank to the left fuel tank. She said she used the emergency check list, switched tanks, and attempted to restart the engine on both the left and right tanks, without success. She provided a fueling invoice for 71.2 gallons of fuel, with 39.6 in the right tank and 31.6 in the left tank, for refueling accomplished on the day before the accident. FAA inspectors found the fuel system to be uncompromised, except for the tanks, which had been breached during the accident. The left side sump tank contained approximately 98 ounces of fuel; the right sump tank appeared to be empty. The fuel injection spider contained fuel and the screen was clean. The firewall fuel strainer contained approximately 2 ounces of fuel and its screen was clean. At the time of inspection, the fuel totalizer was energized and gave a momentary reading of 41.3 gallons used. No anomalies were found during the post-accident investigation that would preclude normal operation of the engine.

On June 15, 1998, approximately 1743 Pacific daylight time, a Cessna T210M, N22CT, was substantially damaged during a forced landing on a logging road following a loss of power near La Pine, Oregon. The commercial pilot, the sole occupant, sustained minor injuries. Visual meteorological conditions prevailed and a VFR flight plan was in effect. The flight, which was personal, was to have been operated under 14 CFR 91, and originated from Santa Rosa, California, at 1543.

Deschutes County deputies reported that upon examination of the aircraft at the site, one fuel tank was "bone dry" and the other had minimal gas.

The pilot stated in her written report that she had departed Santa Rosa at approximately 1545, en route to Bend, Oregon. She was on the right fuel tank from departure to Klamath Falls, where she stated she switched to the left tank. She said she was cruising at 10,500 MSL (mean sea level). Half way between Klamath Falls and Bend, the engine slowly lost power and then quit. She said she used the emergency check list, switched tanks, and attempted to restart the engine on both the left and right tanks, without success. She provided a fueling invoice for 71.2 gallons of fuel, with 39.6 in the right tank and 31.6 in the left tank, for fueling accomplished on June 14, 1998.

The pilot reported an emergency to FAA flight following and attempted a forced landing, hitting tree tops on approach. The crash occurred at about 4400-4800 feet MSL.

FAA inspectors inspected the airplane after it had been moved from the site to the salvage yard. At that time, it was determined that both wing tanks had been breached during the accident. There were no apparent fuel stains on the right wing at the breached area. The left wing did show some signs of fuel staining at the breached area. Salvage company personnel noted that when the wings were removed for transport, there had been some fuel found at the fuel line fitting when the left wing was removed, but none was found at the right side wing fuel line fitting. The left side sump tank contained approximately 98 ounces of fuel; the right sump tank appeared to be empty. The fuel injection spider contained fuel and the screen was clean. The firewall fuel strainer contained approximately 2 ounces of fuel and its screen was clean. Throttle, mixture and propeller cables were intact and appeared to function normally.

At the time of the FAA inspection, the fuel totalizer was energized and gave a momentary reading of 41.3 gallons used.

Further inspection of the fuel system included the supply lines from the wing tank connections at the fuselage, to the sump tanks, to the fuel control valve, to the firewall sump, to the electric and mechanical fuel pumps, through the fuel totalizer, and to the injection spider and cylinders. The system appeared to be intact and to have normal functioning. Low air pressure through the right side fuel supply line into the sump tank to the fuel valve indicated that the fuel valve had the ability to function normally. The mechanical fuel pump's drive was intact and could function normally.

The electric fuel pump appeared to function normally. Inspection of the turbocharger showed it to be intact and to have the ability to function normally. The propeller was rotated and the valves in the rear cylinders appeared to function normally. The air intake was intact with no restrictions. Both magnetos produced spark and appeared to function normally.

No anomalies were found during the post-accident investigation that would preclude normal operation of the engine.