On July 20, 2003, at 2110 eastern daylight time, a Cessna T210N, N155RR, was substantially damaged during a forced landing into Peconic Bay, near Hampton Bays, Long Island, New York. The certificated commercial pilot and the four passengers sustained minor injuries. A dog was fatally injured. Night visual meteorological conditions prevailed for the flight that originated at East Hampton Airport (HTO), East Hampton, New York, about 2100, destined for LaGuardia Airport (LGA), New York, New York. No flight plan was filed for the non-scheduled passenger flight conducted under 14 CFR Part 135. In a written statement, the pilot reported that after departing runway 28, he turned to a heading of 290 degrees, and climbed to an altitude of 2,000 feet mean sea level (msl). Shortly thereafter, the autopilot disengaged, and the engine began to lose power. The pilot immediately turned the auxiliary fuel pump on, switched fuel tanks, and turned toward Francis S. Gabreski Airport (FOK), Westhampton Beach, New York. The engine continued to lose power, and the pilot prepared the airplane and the passengers for a water landing. The pilot pushed the mixture control level full forward, and completed the emergency checklist items. However, the engine continued to lose power. As a last resort, the pilot pushed in and held the emergency fuel pump on, and tried to restart the engine; however, the engine would not start. The airplane came to rest in approximately 8 feet of water, about 150 yards off shore. On July 21, 2003, the airplane was recovered from the water under the supervision of a Federal Aviation Administration (FAA) inspector. The inspector stated that the airplane was relatively intact, and the engine was securely attached to the airframe. The propeller blades exhibited minimal damage. Both wings were removed from the fuselage, and approximately 50 gallons of light blue fuel were drained from both wing fuel tanks. The firewall fuel filter screen was found full of fuel, and absent of debris. Both of the wing fuel finger screens were also absent of debris. On July 22-23, 2003, the FAA inspector witnessed the preparation and test run of the engine. Mechanics prepared the engine by replacing the oil, spark plugs (electrodes were wet), and installed two separate fuel tanks to replace the wing fuel tanks. After several attempts, the engine started and ran at various power settings without interruption. The ignition switch was removed and tested, and no mechanical deficiencies were noted. The pilot reported a total of 2,500 flight hours, of which, 400 hours were in make and model. Weather at the time of the accident at Gabreski Airport, about 6 nautical miles away, at 2053, was reported as wind from 200 degrees at 5 knots, visibility 7 statute miles, clear skies, temperature 70 degrees F, and dewpoint 66 degrees F, and a barometric pressure of 30.01 inches HG.