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| NTSB Identification: MIA97LA118. The docket is stored in the (offline) NTSB Imaging System. |
| Accident occurred Thursday, April 03, 1997 at TROY, AL |
| Aircraft: Cessna 210M, registration: N761VX |
| Injuries: 1 Uninjured |
| Event: 20001208X07775 Status: Final Report Approved On Monday, February 02, 1998 |
| NTSB Preliminary Narrative (6120.19A) |
| On April 3, 1997, about 1615 central standard time, a Cessna 210M, N761VX, registered to Air Carriers Inc,, crashed during a forced landing |
| following loss of engine power in the vicinity of Troy, Alabama, while on a Title 14 CFR Part 135 business flight. Visual meteorological conditions |
| prevailed. The commercial-rated pilot was not injured. The aircraft was substantially damaged. The flight originated from Dothan, Alabama. |
| The pilot reported experiencing a partial loss of engine power while en route from Dothan, Alabama, to Bessemer, Alabama at 4,500 feet in |
| visual meteorological conditions. The pilot performed an emergency landing under partial power at the Happy Valley Community Airpark, an |
| ultralight airfield. The aircraft's landing roll exceeded the runway length, struck tree stumps and dirt piles, flipped on its back and came to rest at |
| the end of the runway. |
| The engine was transported to Teledyne Continental Motors in Mobile, Alabama. The engine was placed in a test cell. The engine start up was |
| immediate and the engine ran smoothly at all rpm's. The propeller was removed and disassembled. The examination revealed the No. 2 blade hub |
| was not attached to the phenolic link on the piston assembly, and was broken into three pieces. The three pitch change brackets with phenolic |
| links were forwarded to the NTSB Materials Laboratory Division for further analysis. |
| Examination of the No. 2 blade hub was conducted with an electron microscope after ultrasonic cleaning with soap and water revealed |
| features typical of tensile overstress with no preexisting features. No stress raiser such as a gouge mark or pore was found on the surface in |
| the area of the fractures. For additional information see NTSB Metallurgist's Factual Report No. 97-150. |
| The three pitch change brackets with phenolic links were released to Mr. Scott Grant, FAA, FSDO-09, on October 6, 1997. |
| NTSB Final Narrative (6120.4) |
| The pilot stated he experienced a partial loss of engine power at 4,500 feet. He made a forced landing to an ultralight airfield. The airplane |
| touched down long, went off the end of the runway, and nosed over. The engine was removed and transported to the engine manufacturer. |
| The engine was placed in an engine test cell, started and developed power. |
| NTSB Probable Cause Narrative |
| The pilot's failure to obtain the proper touchdown point during an emergency landing resulting in an overrun and subsequent nose over. A factor |
| in the accident was a reported partial loss of engine power for undetermined reasons. |
| Occurrences and Sequence of Events |
| Occurrence: 1, LOSS OF ENGINE POWER |
| Phase of Operation: CRUISE |
| Sequence of Events for Occurrence Number: 1 |
| 1 (Finding) POWERPLANT / UNDETERMINED / (0) |
| Occurrence: 2, FORCED LANDING |
| Phase of Operation: DESCENT - EMERGENCY |
| Occurrence: 3, OVERRUN |
| Phase of Operation: EMERGENCY LANDING |
| Sequence of Events for Occurrence Number: 3 |
| 1 (Finding) TERRAIN CONDITIONS / WET / (0) |
| 2 ( Cause ) PROPER TOUCHDOWN POINT / NOT OBTAINED / PILOT IN COMMAND |
| Occurrence: 4, NOSE OVER |
| Phase of Operation: EMERGENCY LANDING |
| Sequence of Events for Occurrence Number: 4 |
| 1 (Finding) TERRAIN CONDITIONS / GROUND / (0) |
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