Event NYC96LA141

Factual narrative

On July 5, 1996, about 1900 eastern daylight time, a Cessna 210, N131AC, was substantially damaged when it ditched near Boston, Massachusetts. The private pilot and passenger received minor injuries. Visual meteorological conditions prevailed for the flight that departed Plymouth Municipal, Plymouth, Massachusetts, about 1830, destined for Mountain View Field Airport, Wolfeboro, New Hampshire. An instrument flight rules flight plan was filed for the personal flight conducted under 14 CFR Part 91. During a telephone interview with the pilot, he stated that during cruise flight, at 6,000 feet, in the vicinity of S Weymouth Shea Airport, Weymouth, Massachusetts (NZW), the engine started running rough, and the airplane would not maintain altitude. He then informed the controller of the problem and that he did not want to declare an emergency. After conducting emergency procedures, the engine continued to run rough, and the pilot requested to land at NZW. The controller informed the pilot that NZW was closed and to proceed to General Edward Lawrence Logan International, Boston, Massachusetts (BOS). The pilot questioned the controller if they thought he could make BOS. The controller again told the pilot to proceed to BOS. About half way between NZW and BOS the engine lost total power; the pilot continued for a straight in approach to runway 33. The pilot stated that on short final, he realized the airplane would not reach the runway. The pilot then elected to ditch the airplane along the shore line. A review of the Air Traffic Control communications revealed that the pilot was requested by the controller to maintain 6,000 feet, at which time the pilot radioed, ". . .I seem to have an engine problem, I am about facing and uh looking at Weymouth Airport right now. I'm not declaring an emergency at this moment, but I do need to about face." Later, the controller radioed, ". . .Weymouth is closed, I don't know if I can uh have you put it down there. Do you wanna come into Boston?" The pilot responded "Well we're checking, let me see if I can ah find the problem and I'll be right back with you." The controller then radioed ". . .okay why don't we get you started towards Boston just in case." The pilot then proceeded to BOS. When questioned by the controller what the problem was, the pilot stated, "Just have a very rough running engine, uh I seem to have both oil pressure and uh heat in the right zone, but it is running very rough so I'm gonna have to put it down sir. The pilot later radioed, "We have no power. I have oil on the windshield." Examination of the engine by a Federal Aviation Administration (FAA) Inspector revealed that the number five cylinder separated from the crankcase, with the mounting studs and surrounding crankcase attached to the cylinder. The fracture to the crankcase resulted in a 3.5 inch hole forward of the number 3 cylinder. The origin of the fracture was not determine. In a statement submitted by the FAA Inspector it stated, "The number five cylinder walls do not show any unusual distress." It further stated, "The cylinder dome shows peening as do the intake and exhaust valves." During cruise flight, about 6,000 feet, the pilot radioed '. . . I seem to have an engine problem, I am about facing and uh looking at Weymouth Airport right now. I'm not declaring an emergency at this moment, but I do need to about face.' The controller advised the pilot that a nearby airport was closed. The pilot elected to proceed to another airport. The pilot radioed that the engine's oil pressure and temperature were '. . . in the right zone . . . .'; he later radioed 'We have no power. I have oil on the windshield.' The airplane was unable to glide to the airport. The pilot then ditched along the shore line. Examination of the engine revealed that the number five cylinder separated from the crankcase, with its mounting studs and fractured crankcase material attached. The fracture to the crankcase resulted in a 3.5 inch hole forward of the number 3 cylinder. The origin of the fracture was not determine. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12