Narrative:

I was flying at about 3500 ft MSL when the engine lost power. I immediately went through the restart procedure which was fresh in my mind as I had been checked out in the airplane (10 hours dual) about 2 1/2 months ago. When this had no result, I declared an emergency on 121.5 and landed in a field with no damage to the airplane. The FAA staff member who called me afterwards told me that another FAA staff member had gone out later that day (while I was away) to examine the plane and had found that there was good fuel and oil in the plane and that there was no obvious problem. I was not able to determine why the engine lost power other than the fact that the fuel flow indicator dropped to zero (or thereabouts). When it happened there was about 1/2 hour of fuel in the left tank and 1 hour in the right tank. However, when I was trying to find the cause of the problem afterwards, the boost pump didn't operate as the circuit breaker had tripped (popped out), most probably during the emergency while I was attempting a restart. I reset the circuit breaker and the pump ran fine. After checking everything over thoroughly, I made an uneventful departure and returned home. If checking or verifying the boost pump circuit breaker had been on the emergency checklist, it is quite possible I would not have been forced to make an emergency landing. But the breaker is not mentioned in the engine restart procedure. Even if it's common sense, your mind is focused on following the emergency procedure.

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Original NASA ASRS Text

Title: C210 MAKES FORCED LNDG AFTER LOSING ENG PWR IN ZOB AIRSPACE.

Narrative: I WAS FLYING AT ABOUT 3500 FT MSL WHEN THE ENG LOST PWR. I IMMEDIATELY WENT THROUGH THE RESTART PROC WHICH WAS FRESH IN MY MIND AS I HAD BEEN CHKED OUT IN THE AIRPLANE (10 HRS DUAL) ABOUT 2 1/2 MONTHS AGO. WHEN THIS HAD NO RESULT, I DECLARED AN EMER ON 121.5 AND LANDED IN A FIELD WITH NO DAMAGE TO THE AIRPLANE. THE FAA STAFF MEMBER WHO CALLED ME AFTERWARDS TOLD ME THAT ANOTHER FAA STAFF MEMBER HAD GONE OUT LATER THAT DAY (WHILE I WAS AWAY) TO EXAMINE THE PLANE AND HAD FOUND THAT THERE WAS GOOD FUEL AND OIL IN THE PLANE AND THAT THERE WAS NO OBVIOUS PROB. I WAS NOT ABLE TO DETERMINE WHY THE ENG LOST PWR OTHER THAN THE FACT THAT THE FUEL FLOW INDICATOR DROPPED TO ZERO (OR THEREABOUTS). WHEN IT HAPPENED THERE WAS ABOUT 1/2 HR OF FUEL IN THE L TANK AND 1 HR IN THE R TANK. HOWEVER, WHEN I WAS TRYING TO FIND THE CAUSE OF THE PROB AFTERWARDS, THE BOOST PUMP DIDN'T OPERATE AS THE CIRCUIT BREAKER HAD TRIPPED (POPPED OUT), MOST PROBABLY DURING THE EMER WHILE I WAS ATTEMPTING A RESTART. I RESET THE CIRCUIT BREAKER AND THE PUMP RAN FINE. AFTER CHKING EVERYTHING OVER THOROUGHLY, I MADE AN UNEVENTFUL DEP AND RETURNED HOME. IF CHKING OR VERIFYING THE BOOST PUMP CIRCUIT BREAKER HAD BEEN ON THE EMER CHKLIST, IT IS QUITE POSSIBLE I WOULD NOT HAVE BEEN FORCED TO MAKE AN EMER LNDG. BUT THE BREAKER IS NOT MENTIONED IN THE ENG RESTART PROC. EVEN IF IT'S COMMON SENSE, YOUR MIND IS FOCUSED ON FOLLOWING THE EMER PROC.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.