Narrative:

My student rated private pilot and I were completing a mountain refresher flight in the lxv-20V-age area. After passing over the north end of lake dillon at approximately 11700 ft MSL, the engine began to make a grinding sound. The oil pressure and temperature were normal. The #2 cylinder head temperature on the turbine inlet temperature spiked. The fuel pressure went to zero and manifold pressure went to approximately 16 degrees. I reduced the throttle and switched fuel tanks, placed the fuel boost pump into low, and enriched the mixture. The fuel pressure went up but the grinding continued for a total of about 15 seconds, then the propeller stopped. I located a landing field (approximately 1000 ft long and 400 ft wide) and we went through the engine out procedures, squawked 7700 and broadcast a mayday on 122.0 (flight watch). The landing was made successfully with no additional damage to the airplane. We inspected the airplane and found the oil level to be the same, no apparent oil leaks except for a small amount on the right middle side of the engine cowling near the screws, and the propeller could not be moved at all. We got a ride to a phone, called FSS and flight watch to notify that we were down and safe, no further damage and called for a ride. Flat bedded the aircraft out of the mountains and are currently looking for the cause, deducing that gear or crank is suspect. Callback conversation with reporter revealed the following information: instructor was giving student, aircraft owner, instruction in mountain flying in the area west of den. They were only 1000 ft or so AGL, well below the peaks. The engine started running very rough and a very loud grinding noise ensued. A heavy airframe vibration occurred, and then the engine seized. Because of their low altitude they attempted to contact another aircraft on flight watch 122.0 rather than attempt contact on 121.5. They were unsuccessful in contacting anyone and they were too low for anyone to see their emergency squawk. The instructor selected the only suitable area for landing. The gear came down normally, and the flaps were used. The aircraft was landed without additional damage. On inspection of the engine it was found that the crankshaft had broken between cylinders #1 and #2, with a seized engine the result. The aircraft is still OTS awaiting a new engine. The aircraft was a cessna turbo 210, and the engine was a continental tsio-520. The engine had less than 200 hours since complete overhaul.

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Original NASA ASRS Text

Title: C210 INSTRUCTOR HAD ENG FAILURE.

Narrative: MY STUDENT RATED PVT PLT AND I WERE COMPLETING A MOUNTAIN REFRESHER FLT IN THE LXV-20V-AGE AREA. AFTER PASSING OVER THE N END OF LAKE DILLON AT APPROX 11700 FT MSL, THE ENG BEGAN TO MAKE A GRINDING SOUND. THE OIL PRESSURE AND TEMP WERE NORMAL. THE #2 CYLINDER HEAD TEMP ON THE TURBINE INLET TEMP SPIKED. THE FUEL PRESSURE WENT TO ZERO AND MANIFOLD PRESSURE WENT TO APPROX 16 DEGS. I REDUCED THE THROTTLE AND SWITCHED FUEL TANKS, PLACED THE FUEL BOOST PUMP INTO LOW, AND ENRICHED THE MIXTURE. THE FUEL PRESSURE WENT UP BUT THE GRINDING CONTINUED FOR A TOTAL OF ABOUT 15 SECONDS, THEN THE PROP STOPPED. I LOCATED A LNDG FIELD (APPROX 1000 FT LONG AND 400 FT WIDE) AND WE WENT THROUGH THE ENG OUT PROCS, SQUAWKED 7700 AND BROADCAST A MAYDAY ON 122.0 (FLT WATCH). THE LNDG WAS MADE SUCCESSFULLY WITH NO ADDITIONAL DAMAGE TO THE AIRPLANE. WE INSPECTED THE AIRPLANE AND FOUND THE OIL LEVEL TO BE THE SAME, NO APPARENT OIL LEAKS EXCEPT FOR A SMALL AMOUNT ON THE R MIDDLE SIDE OF THE ENG COWLING NEAR THE SCREWS, AND THE PROP COULD NOT BE MOVED AT ALL. WE GOT A RIDE TO A PHONE, CALLED FSS AND FLT WATCH TO NOTIFY THAT WE WERE DOWN AND SAFE, NO FURTHER DAMAGE AND CALLED FOR A RIDE. FLAT BEDDED THE ACFT OUT OF THE MOUNTAINS AND ARE CURRENTLY LOOKING FOR THE CAUSE, DEDUCING THAT GEAR OR CRANK IS SUSPECT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: INSTRUCTOR WAS GIVING STUDENT, ACFT OWNER, INSTRUCTION IN MOUNTAIN FLYING IN THE AREA W OF DEN. THEY WERE ONLY 1000 FT OR SO AGL, WELL BELOW THE PEAKS. THE ENG STARTED RUNNING VERY ROUGH AND A VERY LOUD GRINDING NOISE ENSUED. A HVY AIRFRAME VIBRATION OCCURRED, AND THEN THE ENG SEIZED. BECAUSE OF THEIR LOW ALT THEY ATTEMPTED TO CONTACT ANOTHER ACFT ON FLT WATCH 122.0 RATHER THAN ATTEMPT CONTACT ON 121.5. THEY WERE UNSUCCESSFUL IN CONTACTING ANYONE AND THEY WERE TOO LOW FOR ANYONE TO SEE THEIR EMER SQUAWK. THE INSTRUCTOR SELECTED THE ONLY SUITABLE AREA FOR LNDG. THE GEAR CAME DOWN NORMALLY, AND THE FLAPS WERE USED. THE ACFT WAS LANDED WITHOUT ADDITIONAL DAMAGE. ON INSPECTION OF THE ENG IT WAS FOUND THAT THE CRANKSHAFT HAD BROKEN BTWN CYLINDERS #1 AND #2, WITH A SEIZED ENG THE RESULT. THE ACFT IS STILL OTS AWAITING A NEW ENG. THE ACFT WAS A CESSNA TURBO 210, AND THE ENG WAS A CONTINENTAL TSIO-520. THE ENG HAD LESS THAN 200 HRS SINCE COMPLETE OVERHAUL.

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.