# Accident 19980911023769A: Cessna T210R, Buckeye, AZ, September 11, 1998 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: September 11, 1998, 13:45 local time - Place: Buckeye, AZ - Airport: Pierce Airport - Damage: Substantial damage - Phase of flight: Go Round (Aborted VFR) - Operating rules: General operating rules (Part 91) - Location: 33.3799° N, 112.5503° W: From the FAA, an estimate near the named town, within about 3 miles - Nearby events: https://openairdocs.org/map.md?lat=33.3799&lon=-112.5503&mi=10 - Aircraft: N6153U, a cancelled registration (https://openairdocs.org/deregistered/N6153U-2011-04-19) (OpenAirDocs) - Registry model: Cessna T210R (registry code 2073459, https://openairdocs.org/model/cessna-t210r) (OpenAirDocs) - Registry engine: Continental TSIO-520 series (registry code 17040, https://openairdocs.org/engine/continental-tsio-520-series) (OpenAirDocs) - Reported make and model: CESSNA T210R - Reported engine: CONT TSIO520CE - Fatal injuries: 0 - Pilot flight hours: 640 total, 500 in this make and model, 33 in the last 90 days - NTSB investigation: [NTSB LAX98LA291](https://openairdocs.org/ntsb/LAX98LA291) (OpenAirDocs) - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/19980911023769A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. ACFT VEERED OFF THE RWY ON LANDING AND CRASHED INTO A FIELD. (.19) ON SEPTEMBER 11, 1998, AT 1345 HOURS MOUNTAIN STANDARD TIME, A CESSNA T210R, N6353U, STRUCK A VEHICLE AND MADE A FORCED LANDING AFTER THE PILOT ATTEMPTED TO GO-AROUND AT A PRIVATE AGRICULTURAL AIRPORT IN BUCKEYE, ARIZONA. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE AND THE PILOT AND HIS TWO PASSENGERS RECEIVED MINOR INJURIES. THE THREE OCCUPANTS OF THE VEHICLE RECEIVED MINOR INJURIES AS WELL. THE AIRCRAFT WAS BEING OPERATED BY THE PILOT/OWNER AS A PERSONAL FLIGHT WHEN THE ACCIDENT OCCURRED. THE FLIGHT ORIGINATED FROM THE MINDEN-TAHOE AIRPORT ABOUT 1020 ON THE MORNING OF THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE DESTINATION AIRPORT AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT HE ARRIVED AT HIS DESTINATION AND ENTERED A LEFT DOWNWIND FOR RUNWAY 27. HE NOTED THAT THE WINDSOCK WAS INDICATING WIND CONDITIONS THAT WERE SHIFTING FROM A RIGHT CROSSWIND TO A TAILWIND. ALTHOUGH THIS RESULTED IN UNFAVORABLE WIND CONDITIONS, THE PILOT ELECTED TO USE THE WEST RUNWAY BECAUSE OF MARKED WIRE OBSTRUCTIONS AT THE DEPARTURE END OF RUNWAY 090. HE MADE A FINAL APPROACH AT 80 MPH AND TOUCHED DOWN ABOUT 150 FEET BEYOND THE APPROACH THRESHOLD. THE AIRCRAFT BOUNCED SEVERAL TIMES AND THE PILOT ADDED SOME POWER TO STABILIZE THE OSCILLATIONS, HOWEVER, HE WAS NOW NEARING THE DEPARTURE END OF THE RUNWAY. CONCERNED THAT HE WOULD NOT BE ABLE TO STOP THE AIRCRAFT ON THE REMAINING RUNWAY, HE DECIDED TO GO-AROUND. HE ADDED POWER AND CLEARED THE FENCE AT THE AIRPORT BOUNDARY BUT STRUCK A SOUTHBOUND VEHICLE ON ARIZONA STATE ROUTE 85 THAT PARALLELED THE WESTERN FIELD BOUNDARY. AFTER STRIKING THE VEHICLE, THE AIRCRAFT BANKED RIGHT AND CLIMBED TO ABOUT 50 FEET AGL. THE PILOT INITIALLY ATTEMPTED TO RETURN TO THE AIRPORT BUT FOUND THE AIRCRAFT CONTROLS UNRESPONSIVE. HE REDUCED POWER AND INFORMED HIS PASSENGERS THAT HE WAS GOING TO MAKE A FORCED LANDING IN A COTTON FIELD ABOUT .5 MILES WEST OF THE AIRPORT. A WITNESS, LOCATED NEAR THE DEPARTURE END OF RUNWAY 27, REPORTED THAT HE LOOKED UP WHEN HE HEARD THE AIRCRAFT TOUCH DOWN AND THEN WATCHED AS THE AIRCRAFT BOUNCED SEVERAL TIMES. HE HEARD THE ENGINE ACCELERATE AND CONTINUED TO WATCH AS THE PILOT ATTEMPTED TO MAKE A GO-AROUND. HE STATED THAT HE THOUGHT THE FLAPS WERE IN TRANSIT AS THE AIRCRAFT PASSED BY HIM. AT THE TIME OF THE ACCIDENT, HE ESTIMATED THE WINDS AS FROM THE EAST AT 10 KNOTS GUSTING TO 15. SKID MARKS FROM THE AIRCRAFT WERE VISIBLE NEAR THE LEFT SIDE OF THE RUNWAY. THE LANDING GEAR WAS LATER LOCATED ALONG THE HIGHWAY, NEAR THE LOCATION OF THE COLLISION BETWEEN THE AIRCRAFT AND THE VEHICLE. A POSTACCIDENT INSPECTION OF THE AIRCRAFT REVEALED THAT THE ELEVATOR CONTROLS WERE INOPERATIVE AS A RESULT OF MECHANICAL IMPACT DAMAGE TO THE RIGHT HORIZONTAL STABILIZER. THE FLAPS WERE EXTENDED 10 DEGREES AND THE GEAR HANDLE WAS DOWN. (.4) ON SEPTEMBER 11, 1998, AT 1345 HOURS MOUNTAIN STANDARD TIME, A CESSNA T210R, N6353U, STRUCK A VEHICLE AND THEN MADE A FORCED LANDING DURING AN ATTEMPTED ABORTED LANDING AT PIERCE AGRICULTURAL AIRPORT IN BUCKEYE, ARIZONA. THE AIRCRAFT SUSTAINED SUBSTANTIAL DAMAGE AND THE CERTIFICATED PRIVATE PILOT AND HIS TWO PASSENGERS RECEIVED MINOR INJURIES. THE TWO OCCUPANTS OF THE VEHICLE RECEIVED MINOR INJURIES AS WELL. THE AIRCRAFT WAS BEING OPERATED UNDER 14 CFR PART 91 OF THE FEDERAL AVIATION REGULATIONS BY THE PILOT/OWNER AS A PERSONAL FLIGHT WHEN THE ACCIDENT OCCURRED. THE FLIGHT ORIGINATED FROM THE MINDEN-TAHOE AIRPORT ABOUT 1010 ON THE MORNING OF THE ACCIDENT. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE DESTINATION AIRPORT AND NO FLIGHT PLAN WAS FILED. THE PILOT REPORTED THAT HE ARRIVED AT HIS DESTINATION AND ENTERED A LEFT DOWNWIND FOR RUNWAY 27 AT 2,000 FEET MSL. IN HIS VERBAL STATEMENT TO INVESTIGATORS, HE NOTED THAT THE WINDSOCK WAS INDICATING VARIABLE WIND CONDITIONS THAT SHIFTED FROM A RIGHT CROSSWIND TO A TAILWIND. WHILE THE PILOT ACKNOWLEDGED THAT THE WIND CONDITIONS WERE NOT FAVORABLE FOR RUNWAY 27, HE STILL ELECTED TO USE THE WEST RUNWAY BECAUSE OF MARKED WIRE OBSTRUCTIONS LOCATED AT THE DEPARTURE END OF RUNWAY 09. THE PILOT MADE A FINAL APPROACH AT 80 MPH AND TOUCHED DOWN WITH 30 DEGREES FLAPS ABOUT 150 FEET BEYOND THE APPROACH THRESHOLD. THE AIRCRAFT BOUNCED SEVERAL TIMES AND HE ADDED "SOME" POWER TO STABILIZE THE OSCILLATIONS; HOWEVER, HE WAS NOW NEARING THE DEPARTURE END OF THE RUNWAY. CONCERNED THAT HE WOULD NOT BE ABLE TO STOP THE AIRCRAFT ON THE REMAINING RUNWAY, HE DECIDED TO ABORT THE LANDING. HE ADDED POWER, RAISED FLAPS TO 20 DEGREES, CLEARING THE FENCE AT THE AIRPORT BOUNDARY. AFTER CLEARING THE FENCE, THE AIRCRAFT STUCK A SOUTHBOUND PASSENGER CAR ON ARIZONA STATE ROUTE 8 5 THAT PARALLELS THE WESTERN AIRPORT BOUNDARY. AFTER STRIKING THE VEHICLE, THE AIRCRAFT BANKED RIGHT, CLIMBING TO ABOUT 50 FEET AGL. THE PILOT INITIALLY ATTEMPTED TO RETURN TO THE AIRPORT BUT FOUND THE AIRCRAFT CONTROLS UNRESPONSIVE. HE REDUCED POWER AND INFORMED HIS PASSENGERS THAT HE WAS GOING TO MAKE A FORCED LANDING IN A COTTON FIELD. A MECHANIC, WORKING NEAR THE DEPARTURE END OF RUNWAY 27, REPORTED THAT HE LOOKED UP WHEN HE HEARD THE AIRCRAFT TOUCH DOWN AND THEN WATCHED AS THE AIRCRAFT BOUNCED SEVERAL TIMES. HE HEARD THE ENGINE ACCELERATE AND CONTINUED TO WATCH AS THE PILOT ATTEMPTED TO MAKE A GO-AROUND. HE STATED THAT HE THOUGHT THE FLAPS WERE IN TRANSIT AS THE AIRCRAFT PASSED BY HIM. AT THE TIME OF THE ACCIDENT, HE ESTIMATED THE WINDS AS FROM THE EAST AT 10 KNOTS GUSTING TO 15. THE PILOT OPERATING HANDBOOK (POH) STATES THAT THE LANDING GROUND ROLL UNDER A "NO WIND" CONDITION IS 825 FEET. THE RECOMMENDED FINAL APPROACH SPEED IS 70 TO 80 KNOTS WITH 30 DEGREES FLAPS. THE RECOMMENDED ABORT PROCEDURE DIRECTS THE PILOT TO RAISE THE FLAPS TO 20 DEGREES, AND TO CLIMB AT 73 KNOTS UNTIL REACHING A SAFE ALTITUDE. AFTER REACHING A SAFE ALTITUDE, INCREASE THE AIRSPEED TO 80 KNOTS AND RAISE THE REMAINING FLAPS. SKID MARKS FROM THE AIRCRAFT WERE VISIBLE NEAR THE LEFT SIDE OF THE DEPARTURE END OF RUNWAY 27. THE MAIN LANDING GEAR WAS LOCATED LATER ALONG THE HIGHWAY. AN INSPECTION OF THE AIRCRAFT REVEALED THAT THE ELEVATOR CONTROLS WERE JAMMED AGAINST THE RIGHT HORIZONTAL STABILIZER. THE FLAPS WERE EXTENDED TO 10 DEGREES, THE FUEL SELECTOR WAS ON "BOTH" AND THE GEAR HANDLE WAS DOWN. (-23) SEE NARRATIVE #LAX98LA291 ## The NTSB's investigation of this event (1) From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. - [NTSB LAX98LA291](https://openairdocs.org/ntsb/LAX98LA291), Sep 11, 1998: Cessna T210R (N6153U), Buckeye, AZ, substantial damage. Probable cause: the pilot's delayed response in recovering from a bounced landing combined with his delayed decision to abort the landing. The pilot's inadequate compensation for tailwind conditions and… From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.