# NTSB WPR13LA078: Cessna 210A, N9507X, Chandler, AZ, December 31, 2012 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: December 31, 2012, 11:30 local (18:30 UTC) - Place: Chandler, AZ - Coordinates: 33.26889, -111.811111 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=33.2689&lon=-111.8111&mi=10 - Phase of flight: [Takeoff](https://openairdocs.org/ntsb-phases/300) (OpenAirDocs' grouping) - Defining event: [Takeoff: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) - Highest injury: No injuries - Injuries: 4 uninjured - Status: Completed, report November 5, 2015 - Report: Approved by Office Director - NTSB office: Western Pacific Region - Parties: Federal Aviation Administration - NTSB case key (mKey): 85918 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR13LA078 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/85918/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=85918 - Page: https://openairdocs.org/ntsb/WPR13LA078 ## Probable cause A loss of engine power during takeoff climb for reasons that could not be determined because postaccident examination and testing of the engine revealed no mechanical malfunctions or failures that would have precluded normal operation. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Not determined](https://openairdocs.org/ntsb-findings/05000000): Not determined › Not determined · Unknown/Not determined (probable cause); cases with it: [Cessna 210A, 1 case](https://openairdocs.org/ntsb-findings/05000000/cases.md?model=2073408), [All aircraft, 2,247 cases](https://openairdocs.org/ntsb-findings/05000000/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Takeoff: Loss of engine power (total)](https://openairdocs.org/ntsb-events/341) (defining event); cases with it: [Cessna 210A, 6 cases](https://openairdocs.org/ntsb-events/341/sequence.md?model=2073408), [All aircraft, 3,820 cases](https://openairdocs.org/ntsb-events/341/sequence.md) - [Emergency descent: Collision with terr/obj (non-CFIT) ](https://openairdocs.org/ntsb-events/470); cases with it: [Cessna 210A, 5 cases](https://openairdocs.org/ntsb-events/470/sequence.md?model=2073408), [All aircraft, 10,189 cases](https://openairdocs.org/ntsb-events/470/sequence.md) ## Analysis The pilot reported that he performed three successful touch-and-go landings. During the fourth takeoff, the engine lost power. The pilot made a forced landing in an open field, and the airplane came to rest about 1/4 mile from the departure end of the runway. A postaccident examination of the engine revealed no mechanical malfunctions or failures that would have precluded normal operation. During a postaccident engine test run, the engine started and then ran for several minutes at various power settings with no anomalies noted. The reason for the loss of engine power could not be determined. ## Factual narrative On December 31, 2012, about 1130 mountain standard time, a Cessna 210A, N9507X, experienced a loss of engine power on takeoff from runway 22R, and the pilot made a forced landing in an open field near the Chandler Municipal Airport (CHD), Chandler, Arizona. The pilot operated the privately-owned borrowed airplane under the provisions of 14 Code of Federal Regulations Part 91. The private pilot and three passengers were not injured. The airplane sustained substantial damage to the fuselage and wings. Visual meteorological conditions prevailed for the local area flight, and no flight plan had been filed.The pilot reported that before takeoff, he had completed a full engine run up in accordance with the aircraft handbook, with no anomalies encountered. He performed three touch-and-go takeoff and landings; on the fourth takeoff the engine lost power. The pilot made a forced landing in an open field about a 1/4 mile from the departure end of runway 22R. A Federal Aviation Administration (FAA) inspector responded to the accident site, and reported that fuel was evident in the fuel tanks, and no obvious mechanical problems were identified. The pilot reported to the FAA inspector that right after takeoff the engine quit, "it did not sputter or cough, it just quit." Maintenance records indicated that the last annual inspection took place on October 3, 2012, at an engine total time of 3,231.3 hours (564.4 hours since overhaul). There were no additional maintenance entries in the logbook following the annual inspection. According to the FAA inspector, the mechanic who was flying the airplane at the time of the accident, indicated that the engine's fuel system had been adjusted prior to the accident flight in accordance with Continental Motor's Service Information Directive (SID) 97-3E with only "minor adjustments" being made. There was no record of the work performed in the engine logbook. Postaccident examination of the airplane revealed that both propeller blades sustained bending deformation in the aft direction, with one blade being bent more than the other. The nose section of the airplane, including the nose landing gear, sustained crushing damage. Both magnetos were secured to their respective mounting pads at the engine. The ignition leads were secured to their respective sparkplugs in good condition with no signs of fretting. The top sparkplugs were removed and examined using the Champion Aviation Service Manual AV6-R as a reference. The fine wire electrodes appeared to be in a normal wear condition with little-to-no evidence of lead fouling or soot. With the sparkplugs removed, a borescope inspection was performed on all six cylinders with no anomalies noted to the cylinders, piston heads, or valves. Compression was tested by rotating the propeller by hand; thumb compression and suction were obtained on all six cylinders. The fuel line between the low and high pressure auxiliary fuel boost pumps sustained impact damage, as well as the line thatbypasses the low pressure auxiliary fuel boost pump. Further examination of the fuel system confirmed that fuel lines from each tank were not blocked from the pickup tubes at each wing root through the fuel selector to the fuel strainer. In addition, a test of the high and low pressure auxiliary fuel boost pumps found that only the high pressure pump was operational. A fixed-pitch, two-bladed propeller was installed for an engine run test. Electric power was supplied to the alternate electric boost pump, and the engine was started using the accident airplane's ignition/starting system. With the engine started, electrical power was disconnected to the electric boost pump. The engine ran through various power settings on the engine driven pump with no anomalies noted. The engine power was limited to 2,400 rpm during the examination. The engine's mixture control was adjusted throughout the engine run, and the fuel flow and rpm instrument readings represented what was to be expected for all of the given adjustments. The engine ran for a total 22 minutes through the various throttle and mixture settings with no anomalies noted. The engine examination and engine ground run did not reveal any abnormalities that would have prevented normal operation and the production of rated horsepower. ## Aircraft - Registration: [N9507X](https://openairdocs.org/deregistered/N9507X-2018-02-12), registration cancelled 2018-02-12, S/N 21057807, built 1961 (OpenAirDocs) - Reported make and model: CESSNA 210A - Registry model: [Cessna 210A](https://openairdocs.org/model/cessna-210a) (registry code 2073408) (OpenAirDocs) - Registry engine: [Continental I0-470 series](https://openairdocs.org/engine/continental-i0-470-series) (registry code 17027, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 21057807 - Year built: 1961 - Airframe hours: 3234 - Engines: CONT MOTOR IO-470 SERIES 260 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, October 3, 2012 - Departed: CHD, Chandler, AZ - Destination: CHD, Chandler, AZ - Airport: CHD, Chandler Municipal Airport, runway 22R, 4,401 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 39; injuries: none; private; airplane ratings: single-engine land; medical: class 3, without waivers/limitations; seat: left; flight hours: 277.3 total, 21.2 in this make and model, 232.8 as pilot in command, 5 in the last 90 days, 5 in the last 30 days, 0.8 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: variable at 5 knots - Visibility: 30 statute miles - Lowest ceiling: none - Temperature: 48 °F, dew point 39 °F - Altimeter: 30.14 inHg - Observed at: CHD ## 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 20121231028469A](https://openairdocs.org/incident/20121231028469A), Dec 31, 2012: Cessna 210A, Chandler, AZ, Substantial damage. Upon climb out after completing a touch and go at chd, the engine lost all power on the upwind at 150 feet. The pilot applied the fuel boost pump and full rich… ## Other investigations on N9507X (1) 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. - [NTSB SEA74DYA15](https://openairdocs.org/ntsb/SEA74DYA15), Nov 4, 1973: Cessna 210 (N9507X), Bellevue, ID, substantial damage ## Docket (6 files) The files NTSB released with the investigation on October 7, 2015, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=85918. 1.6 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 581 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40432462&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF - Witness Statements (item 2, .PDF, 69 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40432463&FileExtension=.PDF&FileName=Witness%20Statements-Master.PDF - Pilot's Statement (item 3, .PDF, 32 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40432464&FileExtension=.PDF&FileName=Pilot%27s%20Statement-Master.PDF - Continental Motors Engine Field Run Report (item 4, .PDF, 713 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40432465&FileExtension=.PDF&FileName=Continental%20Motors%20Engine%20Field%20Run%20Report-Master.PDF - Statement of Party Representatives to NTSB Investigation (item 5, .PDF, 98 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40432466&FileExtension=.PDF&FileName=Statement%20of%20Party%20Representatives%20to%20NTSB%20Investigation-Master.PDF - 8 FAR 14 CFR 43.9 (item 6, .PDF, 72 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40432467&FileExtension=.PDF&FileName=8%20FAR%2014%20CFR%2043.9-Master.PDF 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.