N210RE

On July 20, 1996, at 1610 mountain daylight time, a Cessna T210L, N210RE, registered to and operated by a private owner, received substantial damage during a forced landing following a loss of power near Santa Fe, New Mexico. The commercial pilot, the sole occupant of the airplane, was not injured. Visual meteorological conditions prevailed and a flight plan was not filed for the Title 14 CFR Part 91 personal cross country flight. The airplane departed from Dallas, Texas, at 1345 central daylight time.

In his written statement, the pilot reported that he "checked both tanks visually, confirmed they were full" prior to departure. After flying on the left tank for 1 hour, and then the right tank for 1 hour, the pilot switched again to the left tank. While on the left tank, the pilot "began to note that the left tank fuel quantity indicator was indicating low fuel quantity." After 45 minutes on the left tank, the pilot switched back to the right tank. "At that point," the airplane "was approximately 8 n. mi. east of Santa Rosa, New Mexico." The Santa Rosa Municipal Airport has a 4,400 foot paved runway and fuel service is available.

The pilot stated that he "discounted" the low fuel quantity indication "since I had visually checked both tanks" and "decided to continue on to Santa Fe since I was only approximately 68 n. mi. south east." At a flight time of 3 hours and 25 minutes, while on base leg for landing on runway 20 at Santa Fe, the engine lost power. The pilot was unable to reach the airport and performed a forced landing to a road. The left wing struck a road sign, and the airplane "veered" off the road, traveled down an embankment, and collided with a wire fence.

A Federal Aviation Administration inspector examined the airplane and reported the left wing was damaged across the entire leading edge, and the left fuel tank was ruptured. "Just over 1 quart" of fuel was drained from the intact right tank, and the fuel selector was positioned on the right tank. No evidence of fuel leakage was found on the lower or upper wing surfaces, the aircraft belly, or inside the engine compartment.

The pilot stated that he "was aware of the fuel quantity indication through out the flight but considered the timed fuel burn more accurate based on training received during checkout in this aircraft and safety reports issued concerning inaccuracies of the fuel quantity indicators."

Review of the maintenance records revealed that, on February 16, 1996, a logbook entry was made indicating that the fuel system calibration required by Airworthiness Directive (AD) 94-12-08 was accomplished. Compliance with the AD required that the airplane be defueled and the fuel gauges then checked, and adjusted if necessary, to ensure that they indicated empty.