On June 30, 2003, at 0934 Pacific daylight time, a Cessna 210, N9544T, experienced a loss of engine power and landed short of the runway with the landing gear retracted, at the Henderson Airport, (HND), Henderson, Nevada. The pilot/owner was operating the airplane under the provisions of 14 CFR Part 91. The pilot and three passengers were not injured; the airplane sustained substantial damage. The personal cross-country flight departed the Cielo Airport (private), Anthony, New Mexico, about 0700 mountain daylight time. No flight plan had been filed. In a written statement, the pilot reported that he departed with full fuel of 65 gallons, 55 were usable. They climbed to 8,500 feet mean sea level (msl) and leveled the airplane, using about 2200 rpm and 19 inches manifold pressure. The mixture was leaned. At 1345 the pilot changed fuel tanks. They climbed to 10,500 at 1530 and changed fuel tanks again. After passing over the mountains near Henderson, the pilot initiated the descent. On downwind the pilot set the mixture in the "Full Rich" position. After turning from base to final, the engine lost power. The pilot executed an emergency landing. The Federal Aviation Administration (FAA) inspector responded to the accident scene. The airplane came to rest short of the runway. Fuel was present in both fuel tanks. Post accident examination of the engine did not reveal any mechanical malfunction that would have resulted in a loss of engine power. The spark plugs indicated lean operating signatures when compared to the Champion Aviation Check-A-Plug AV-27 Chart. In a post accident examination, the fuel selector was removed from the airplane. A bolt was discovered in the fuel port to the engine. The selector was positioned to the left tank. The fuel selector valve was examined at Cessna and a report was issued. The report indicated that two anomalies were present: the cam fuel selector was broken and there was a 3/16 hex bolt protruding from one of the engine ports. The cam fuel selector fracture surface was determined to have resulted from tensional overload. There was no evidence of torsional or fatigue fracture on the fracture surface. The cam fuel selector was not able to rotate through 180 degrees. When the selector was positioned right or left, the bolt was tight. When the selector was in intermediate positions, the bolt appeared to be loose. When the bolt was removed, the cam shaft was able to rotate 180 degrees. The head of the bolt displayed scuffing; additionally, the cam fuel selector in the inlet port displayed scuffing. The valve was disassembled. Foreign matter was present in the left inlet port. Scuffing was more prevalent on the lower cam surface than on the upper cam surface. The lower cam surface coincided with the position of the bolt. A fuel flow test was completed at B and S Aircraft located in Wichita, Kansas. No specifications for the fuel selector were available from Cessna for fuel flow requirements. The bolt was held to one side to allow for maximum flow, with 1 pressure per square inch (psi) inlet pressure; the flow reading was 208 pounds per hour (pph). With the bolt removed from the port under 1 psi inlet pressure, the flow reading was 310 pph. The flow readings would vary with the position of the bolt. Maintenance records for the airplane indicated that the last inspection of the fuel selector occurred on May 27, 1988. At the time of the last annual, it had been 174.7 hours since the fuel selector work was completed.