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NTSB Identification: DEN99LA174. The docket is stored in the (offline) NTSB Imaging System.

Accident occurred Sunday, September 05, 1999 at SANTA FE, NM

Aircraft: Cessna P210N, registration: N999KM

Injuries: 2 Uninjured



Event: 20001212X19751 Status: Final Report Approved On Thursday, November 02, 2000



NTSB Preliminary Narrative (6120.19A)



On September 5, 1999, approximately 1010 mountain daylight time, a Cessna P210N, N999KM, was substantially damaged when it collided with

terrain during a forced landing 10 miles west of Santa Fe, New Mexico. The private pilot, the sole occupant aboard, was not injured. Visual

meteorological conditions prevailed, and an IFR flight plan had been filed for the business flight being conducted under Title 14 CFR Part 91. The

flight originated at Santa Fe approximately 1000.



The airplane was equipped with a Rolls Royce (Allison) 250-B17F turbine engine. The pilot said that in preparation for his return flight to San

Jose, California, he had all the fuel tanks (wings, tips, fuselage) topped off with Jet-A fuel (about 147 gallons) and Prist, a fuel additive. He said

that on his first attempt to start the engine, N1 reached only about 30% with no temperature rise, so he stopped the start sequence. After

waiting five minutes, a second start attempt was successful. Peak turbine outlet temperature (TOT) was 707 degrees C. Taxi, runup, and

takeoff were said to be normal.



The pilot said about 10 minutes after departure, as the airplane was climbing through 12,000 feet msl (mean sea level), "the engine stopped, the

generator light came on, and the torque needle went to zero." An inflight restart was attempted but was not successful. The pilot made a

forced landing on Highway 16. Oncoming traffic forced the pilot to depart the side of the road, shearing off the nose wheel at the fork.



Damage was originally assessed to be minor and the mishap was classified as an incident. Subsequent examination disclosed negative buckling

of the spar web and cap caused by the wings flexing during the off roadway excursion.



According to Allison, a Federal Aviation Administration inspector "motored" the engine at least 3 times without verifying the amount of fuel in the

lines and filters. The engine was shipped to National Airmotive for testing. On October 5 and 6, the fuel control was tested. After being

reattached, the engine was started and stabilized at idle. Shortly thereafter, TOT began to rise and oil pressure dropped slightly. The engine

was shut down. Two other engine starts were aborted due to high TOT. The next two engine starts were normal but the gearbox pressure

was high. The engine was again shut down. On October 7, two engine starts were made. The first ended in a premature shutdown when

"test stand hysteresis" caused the test cell throttle linkage to move to the OFF position. The second start was successful and performance

calibration was completed.



NTSB Final Narrative (6120.4)



The airplane was equipped with a Rolls Royce (Allison) 250-B17F turbine engine. All the fuel tanks (wings, tips, fuselage) were topped off with

Jet-A fuel (about 147 gallons) and Prist, a fuel additive. During the first attempt to start the engine, N1 reached about 30% with no temperature

rise, so the pilot stopped the start sequence. After waiting about five minutes, a second start attempt was successful. Peak turbine outlet

temperature (TOT) was 707 degrees C. Taxi, runup, and takeoff were normal. About 10 minutes after departure, as the airplane was climbing

through 12,000 feet msl, 'the engine stopped, the generator light came on, and the torque needle went to zero.' An inflight restart was attempted

but was not successful. The pilot made a forced landing on Highway 16. Oncoming traffic forced the pilot to depart the side of the road

shearing off the nose wheel at the fork. The wings flexed during the off roadway excursion, causing the spar web and cap to buckle

downward. The engine was later functionally tested successfully.



NTSB Probable Cause Narrative



A non-mechanical total loss of engine power for reasons undetermined. Factors were maneuvering to avoid oncoming vehicles, and the rough

and uneven terrain.

Occurrences and Sequence of Events

Occurrence: 1, LOSS OF ENGINE POWER(TOTAL) - NONMECHANICAL

Phase of Operation: CLIMB - TO CRUISE



Sequence of Events for Occurrence Number: 1

1 ( Cause ) REASON FOR OCCURRENCE UNDETERMINED / /



Occurrence: 2, FORCED LANDING

Phase of Operation: DESCENT - EMERGENCY



Occurrence: 3, NOSE GEAR COLLAPSED

Phase of Operation: LANDING - ROLL



Sequence of Events for Occurrence Number: 3

1 ( Factor ) MANEUVER TO AVOID OBSTRUCTIONS / INTENTIONAL / PILOT IN COMMAND

2 ( Factor ) OBJECT / VEHICLE / (0)

3 ( Factor ) TERRAIN CONDITIONS / ROUGH/UNEVEN / (0)


 

 

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