NTSB Factual Report

On May 10, 2002, at 0949 eastern daylight time, a Cessna 210, N7482E, was substantially damaged when it impacted a tree during an emergency landing at Francis Gabreski Airport (FOK), Westhampton Beach, New York. The certificated private pilot received minor injuries and the certified flight instructor received serious injuries. Visual meteorological conditions prevailed for the flight which originated about 0800, at Republic Airport (FRG), Farmingdale, New York. No flight plan was filed for the instructional flight conducted under 14 CFR Part 91.

In a telephone interview, the private pilot stated the purpose of the flight was to receive an aircraft checkout in a complex airplane. He stated that they flew to Gabreski to practice touch-and-go's on runway 33. During one of the landings, while on the base leg of the traffic pattern, the airplane "began losing altitude." The pilot applied full power; however, the airplane did not respond. The flight instructor took over the flight controls and set up for a forced landing on a road straight ahead. The flight instructor had to bank the airplane to the left to land on the road, and during the turn the airplane impacted a tree.

The pilot reported that the airplane was "straight-and-level" at an altitude of 700 feet, when the engine lost power. He observed the manifold pressure was about 13 inches; but could not recall the rpm or engine instrument indications. The pilot did not notice a change in the sound of the engine, and stated that the propeller continued to windmill when it lost power.

The pilot also stated that the airplane was refueled to full tanks on May 9, 2002, and had not been flown until the accident flight. In addition, the fuel selector was set on the right fuel tank for the entire flight.

In a written statement, the flight instructor reported that while on final approach for landing at Gabreski, the airplane developed a high sink rate. He instructed the private pilot to add power; however, the pilot did not respond due to a problem with the intercom. The flight instructor then applied full power and received no response from the engine. He then initiated a left turn to land on a road beneath them, and instructed the pilot to turn the fuel selector and master switch off. The flight instructor could not recall the events surrounding the landing; however, he remembered that the airplane impacted a tree during the approach.

The flight instructor was interviewed on the day of the accident by a Federal Aviation Administration (FAA) inspector. When asked what he thought the cause of the engine failure was, the flight instructor reported:

"[the private pilot] had been trimming the aircraft flight controls during the touch and go maneuvers, and constantly moving the intercom cables and that caused some distraction and intercom problems. He could have accidentally moved the fuel selector valve to the off position."

The fire marshal on-scene after the accident reported to the FAA inspector that he turned the fuel selector from the right to the off position.

Examination of the airplane by the FAA inspector revealed that the right wing was separated from the airplane, and damage was observed to the fuselage, landing gear, and propeller spinner. Both propeller blades were bent aft around the spinner, and no rotational scoring was observed on the blades. Fuel was dripping from the left tank when the inspector arrived, and visual observation of the fuel tanks revealed about 15 gallons in each tank. The fuel selector was in the off position. Fuel was also observed in the fuel manifold valve, fuel lines, and throttle body. No water or contamination was observed in the throttle body, or fuel samples. The spark plugs were examined and their electrodes were observed to be light gray in color. Air was blown through the fuel lines and they were confirmed to be clear, from the fuel tanks to the engine.

The fuel-injected engine was retained and examined on May 22, 2001, at Teledyne Mattituck Services. The FAA inspector reported that a replacement propeller was secured to the engine, and the engine was placed on a test stand. The engine started without hesitation and ran normally to full power. Both electric fuel pumps were removed from the engine and bench checked; no malfunctions were observed.

Examination of the aircraft and engine logbooks revealed an annual inspection was performed on January 7, 2002, and the airplane had flown 19 hours since then.

The flight instructor reported 5,500 hours of total flight experience on his last FAA second class medical, issued on December 4, 2001. The private pilot reported 875 hours of total flight experience on his last third class medical, issued on May 23, 2001.

Weather reported at Gabreski, at 0953, included winds from 320 degrees at 5 knots, 10 miles visibility, clear skies, temperature 66 degrees Fahrenheit, dew point 55 degrees Fahrenheit, and barometric pressure 30.06 inches Hg.

NTSB Probable Cause

Loss of engine power for undetermined reasons.