WPR09LA230

The airplane was on final approach 400 to 500 feet above ground level when the pilot pushed in the throttle to add power and the engine did not respond. He then focused on keeping the airspeed above stall speed and executed a landing short of the runway. During the landing the nosewheel of the airplane sunk into wet soft ground and the airplane nosed over. The engine was examined and test run using the airframe fuel system with no anomalies noted that would preclude the normal operation of the engine.

On May 7, 2009, at 1435 Pacific daylight time, a Cessna T210G, N2722T, landed short of runway 32R and nosed over at the Sonoma County Airport, Santa Rosa, California. The airline transport pilot (ATP) operated the airplane under the provisions of Title 14 Code of Federal Regulations, Part 91. The pilot and his two passengers sustained minor injuries, and the airplane was substantially damaged. Visual meteorological conditions prevailed, and no flight plan had been filed. The pilot told a Federal Aviation Administration (FAA) inspector that the airplane was on final for runway 32R, at 400 to 500 feet above ground level (agl), when he pushed in the throttle to add some power, but the engine did not respond. He then focused on keeping the airspeed above stall speed and executed a landing short of the runway. During the landing the nose wheel of the airplane sunk into wet soft ground and the airplane nosed over. An FAA inspector arrived on-scene shortly after the accident. He reported that fuel was found in both wing fuel tanks of the airplane, and the throttle linkage from the cockpit to the throttle body was still connected. There was no evidence of an external fuel or engine oil leak. The pilot reported in the NTSB Pilot Aircraft Accident Report that he had experienced vapor lock on three previous flights since he owned the airplane. A technical representative from Teledyne Continental Motors examined the engine under the supervision of an FAA inspector. The examination revealed no anomalies that would have precluded the normal operation of the engine. The engine was then started using the airplane's starter and fuel was provided by the airplane's fuel system. The engine was run at 1,000 rpm for 5 minutes, then 1,800 rpm for 5 minutes. Cylinder temperatures stabilized in the green arc, and oil temperatures advanced slowly. The engine was subjected to several throttle bursts up to 2,400 rpm and performed normally. The fuel boost pump was selected to the low position and throttle bursts to 2,300 rpm were applied with no anomalies noted. Aircraft records noted that Cessna Owner Advisory SE81-33A that addresses fuel vapor in the Cessna 200 series aircraft had been complied with. Cessna Service Kit, SK210-100, Fuel System Vent Line Modification, was not applicable to the accident aircraft serial number.