SEA97LA216

Factual narrative

On September 26, 1997, approximately 1230 Pacific daylight time, a Cessna P210N, N6394W, owned by the private pilot-in-command, experienced a loss of engine power approximately 25 miles south-southeast of Eugene, Oregon, while cruising at 16,000 feet on an instrument flight rules (IFR) flight from Palo Alto, California to Boeing Field/King County International Airport, Seattle, Washington. The pilot subsequently attempted to execute a forced landing at Hobby Airport in Creswell, Oregon, but was not successful in reaching the airport runway. In the ensuing forced landing at about 1245, the aircraft flipped inverted and was substantially damaged, and the pilot and a passenger received minor injuries. Visual meteorological conditions, with light rain, were reported at Eugene, Oregon (approximately 14 nautical miles northwest of Hobby Field) at 1256. The personal flight was conducted under 14 CFR 91. The pilot's NTSB accident report stated that the flight departed Palo Alto at 0930, 3 hours before the loss of engine power. The pilot stated that he departed with 690 pounds of fuel on board divided between two main wing tanks and a 30 gallon rear auxiliary tank, equivalent to about 7 hours flight time, and that the estimated time enroute from Palo Alto to Boeing Field was 4 hours and 15 minutes. The pilot stated that soon after departure, the fuel selector was switched from "both" to "right" and was not subsequently moved out of "right", resulting in fuel starvation. The pilot declared an emergency with air traffic control (ATC) and asked for assistance to the nearest airport. ATC initially vectored the pilot to Cottage Grove State Airport, approximately 8 nautical miles south of Hobby, but upon learning that Cottage Grove State was temporarily closed for maintenance, redirected the pilot to Hobby Airport. The pilot reported that as he turned onto final approach for Hobby runway 15, he noted a road perpendicular to and about 150 yards short of the runway threshold. The pilot stated that at that time, it appeared to him that there were power lines running along the crossing road (the power lines actually go underground directly under the final approach.) The pilot stated that he "tried unsuccessfully to maintain enough altitude to clear the perceived power lines." Post-accident examination by an FAA inspector revealed that the aircraft initially contacted the road pavement, then went into a ditch between the road and an open field. The aircraft's nose wheel separated, its right main gear folded back and the aircraft nosed over in the forced landing sequence. The aircraft came to rest in the open field, 60 feet from the initial impact point and about 75 to 100 yards to the left of the runway. The FAA inspector who examined the airplane at the accident scene reported that he found approximately 35 gallons of fuel in the airplane's left tank, no fuel in the airplane's right tank, and the airplane's fuel selector valve set to right tank. The pilot reported on his NTSB accident report that no mechanical malfunction or failure was involved in the accident. The Cessna P210N pilot's operating handbook (POH) amplified "Engine Failure" procedure states: "...While gliding toward a suitable landing area, an effort should be made to identify the cause of the failure. If time permits, an engine restart should be attempted as shown in the checklist...." The "Engine Failure During Flight" checklist, according to the POH, is: 1) airspeed-85 knots indicated airspeed (KIAS); 2) fuel quantity-check; 3) fuel selector valve-fuller tank; 4) mixture-RICH (if fuel flow is deficient); 5) auxiliary fuel pump-ON for 3-5 seconds with throttle 1/2 open, then OFF; 6) ignition switch-BOTH (or START if propeller is stopped); 7) throttle-advance slowly. According to the maximum glide chart (Figure 3-1) presented in the "Engine Failure" amplified procedure in the Cessna P210N POH, in a glide from 16,000 feet above mean sea level (MSL) to ground level (535 feet MSL at Hobby) at 85 KIAS with propeller windmilling and gear and flaps up, ground distance covered is approximately 24 nautical miles, yielding an average descent rate of approximately 1,033 feet per minute and a glide time of approximately 14.9 minutes. On his NTSB accident report, the pilot recommended "pilot emergency training" as a means by which the accident could have been prevented. The pilot reported that shortly after takeoff he moved the fuel selector from 'both' to 'right' and did not subsequently reposition it from 'right', resulting in fuel starvation as the aircraft cruised at 16,000 feet about 3 hours after takeoff. The pilot declared an emergency with air traffic control (ATC) and was directed to a nearby airport where he attempted a forced landing; however, he was not successful in reaching the airport runway. In the ensuing forced landing, the airplane struck a ditch and flipped over, coming to rest in a field near the runway. Post-accident examination found 35 gallons of fuel in the left tank, no fuel in the right tank, and the fuel selector positioned to 'right.' Pilot's operating handbook (POH) data indicate the airplane takes approximately 15 minutes to descend from 16,000 feet to the emergency airport elevation (535 feet above mean sea level) in a descent at best glide speed (approximately 85 knots indicated airspeed) with propeller windmilling and flaps and gear up. The POH 'engine failure in flight' procedure directs the pilot to check fuel quantity and place the fuel selector on the fullest tank. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12