# Accident 20000828015619A: Cessna 210E, Holbrook, AZ, August 28, 2000 - Type: FAA accident report (Accident/Incident Data System), as reported - Date: August 28, 2000, 15:50 local time - Place: Holbrook, AZ - Airport: Holbrook Municipal Airport - Damage: Substantial damage - Phase of flight: Level Off Touchdown - Operating rules: General operating rules (Part 91) - Location: 34.9395° N, 110.0909° W: From the FAA, an estimate near the named town, within about 3 miles - Nearby events: https://openairdocs.org/map.md?lat=34.9395&lon=-110.0909&mi=10 - Aircraft: N210DL, a cancelled registration (https://openairdocs.org/deregistered/N210DL-2007-10-17) (OpenAirDocs) - Registry model: Cessna 210F (registry code 2073418, https://openairdocs.org/model/cessna-210f) (OpenAirDocs) - Registry engine: Lycoming TI0-540 series (registry code 41533, https://openairdocs.org/engine/lycoming-ti0-540-series) (OpenAirDocs) - Reported make and model: CESSNA 210E - Reported engine: CONT IO520A - People aboard: 2 - Fatal injuries: 0 - Pilot flight hours: 2,748 total, 400 in this make and model, 22 in the last 90 days - NTSB investigation: [NTSB LAX00LA339](https://openairdocs.org/ntsb/LAX00LA339) (OpenAirDocs) - FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/) - Page: https://openairdocs.org/incident/20000828015619A ## Narrative As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^. (-23) DURING LANDING APPROACH THE PILOT STATED THAT HE LOST ELEVATOR CONTROL, THE PILOT TRIED TO RAISE THE NOSE USING ELEVATOR TRIM WITH INSUFFICIENT RESPONSE. THE PILOT LANDED NOSE DOWN AND BOUNCED SEVERAL TIMES BEFORE THE NOSE GEAR COLLAPSED AND THE A/C CAME TO REST. DURING MY INSPECTION I NOTED THE FOLLOWING DAMAGE: PROPELLOR STRIKE, NOWE GEAR FRACTURED, ENGINE NACELLE UPPER AND LOWER DAMAGE. AFT FIREWALL DAMAGED IN THE LOWER FUSELAGE AREA, NOSE GEAR DOORS, SHEET METAL DAMAGE TO THE LOWER FUSELAGE. THERE WERE NO INJURIES TO THE PILOT, HIS PASSENGER SUSTAINED MINOR INJURIES. -END-. (.4) ON AUGUST 28, 2000, ABOUT 1550 MOUNTAIN STANDARD TIME, A CESSNA 210E, N210DL, MADE A HARD LANDING AT THE HOLBROOK, ARIZONA, AIRPORT. THE AIRPLANE WAS OWNED AND OPERATED BY THE PILOT UNDER THE PROVISIONS OF 14 CFR PART 91. THE COMMERCIAL PILOT AND ONE PASSENGER WERE NOT INJURED; THE AIRPLANE SUSTAINED SUBSTANTIAL DAMAGE. THE PERSONAL FLIGHT DEPARTED DALHART, TEXAS, ABOUT 1330 CENTRAL DAYLIGHT TIME. VISUAL METEOROLOGICAL CONDITIONS PREVAILED AND NO FLIGHT PLAN HAD BEEN FILED. THE SAFETY BOARD WAS NOTIFIED OF THE ACCIDENT ON SEPTEMBER 21, 2000, FOLLOWING CONFIRMATION OF THE DEGREE OF DAMAGE. THE PILOT STATED THAT HE FLEW THE APPROACH AS HE HAD NORMALLY DONE IN THE PAST, WITH THE LANDING GEAR EXTENDED, WING FLAPS PARTIALLY EXTENDED, AND ELEVATOR TRIM SET AT THE FULL NOSE UP POSITION. HE UTILIZED POWER TO STAY ON GLIDESLOPE AND MAINTAINED AIRSPEED OF ABOUT 85 MILES PER HOUR UNTIL SHORT FINAL, WHEN HE SLOWED TO ABOUT 75 MILES PER HOUR. THE PILOT STATED THAT ON THIS APPROACH HE BEGAN TO PREFLARE ABOUT 500 FEET FROM THE LANDING THRESHOLD. HE APPLIED BACKPRESSURE TO THE ELEVATOR, BUT STATED THAT NOTHING HAPPENED. HE APPLIED MORE BACK ELEVATOR WITH NO EFFECT. HE BEGAN ADDING POWER ABOUT 20 FEET ABOVE THE RUNWAY TO ARREST THE AIRPLANE'S DESCENT, BUT WAS STILL NOSE LOW. HE ADDED POWER TO BRING THE NOSE UP, BUT THE AIRPLANE BEGAN TO CLIMB. BY THIS TIME, HE APPROXIMATED THAT HE WAS 1,500 TO 2,000 FEET DOWN THE RUNWAY. HE FELT THAT HE DID NOT HAVE ELEVATOR CONTROL AND THOUGHT IT WOULD BE TOO RISKY TO ATTEMPT A GO-AROUND AND APPROACH WITH THAT CONDITION. HE ELECTED TO LAND, EVEN THOUGH IT WOULD PROBABLY RESULT IN DAMAGE TO THE AIRPLANE. HE REDUCED POWER AND THE AIRPLANE TOUCHED DOWN ON THE NOSE WHEEL AND BEGAN TO PORPOISE. ON THE THIRD BOUNCE, THE NOSE WHEEL COLLAPSED AND THE AIRPLANE CAME TO A STOP ON THE RUNWAY. THE PILOT REMOVED THE REAR CABIN PANEL IN ORDER TO TURN OFF THE EMERGENCY LOCATOR TRANSMITTER. HE NOTICED THAT THE ELEVATOR CABLES WERE LOOSE AND SAGGING. HE CHECKED THE CABLES TO THE TAIL CONE AND NOTED THAT THEY APPEARED TO BE INTACT AND CONNECTED. THE FEDERAL AVIATION ADMINISTRATION (FAA) ACCIDENT COORDINATOR EXAMINED THE AIRPLANE, AND REPORTED THAT HE DID NOT OBSERVE ANY MECHANICAL ANOMALIES THAT WOULD ACCOUNT FOR THE LOSS OF ELEVATOR EFFECTIVENESS. THE PILOT REPORTED THAT THE FIREWALL WAS PUSHED IN. DURING THE REPAIR PROCESS, HE SAID MAINTENANCE PERSONNEL DISCOVERED ONE PULLEY THAT WOULD NOT MOVE, AND ANOTHER PULLEY ON THE FIREWALL EXHIBITED SCRATCH MARKS. HOWEVER, THEY DID NOT OBSERVE ANY CABLE OR PULLEY WEAR. FIGURE 82A OF THE CESSNA 210 ILLUSTRATED PARTS CATALOG ILLUSTRATES THE ELEVATOR CONTROL SYSTEM. THE SAFETY BOARD INVESTIGATOR EXAMINED ANOTHER CESSNA 210 OF THE SAME MODEL, AND OBSERVED THAT ONE OF THE PULLEYS IN THE ELEVATOR CONTROL SYSTEM WAS ATTACHED TO THE ENGINE FIREWALL. ## 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 LAX00LA339](https://openairdocs.org/ntsb/LAX00LA339), Aug 28, 2000: Cessna 210E (N210DL), Holbrook, AZ, substantial damage. Probable cause: The lack of elevator control during final approach, for undetermined reasons, that resulted in a hard landing. ## Other reports on N210DL (2) Matched to the same aircraft by N-number and date. - [Incident 20070523008809I](https://openairdocs.org/incident/20070523008809I), May 23, 2007: Cessna 210F (N210DL), Valley Center, CA, Minor damage. (-23) The pilot landed with the landing gear in the up position at blackington airport (2CA4) during a visual approach. The pilot and sole occupant of the… - [Incident 19780520034359I](https://openairdocs.org/incident/19780520034359I), May 20, 1978: Cessna 210E (N210DL), Silver City, NM, Minor damage. Pilot failed to extend gear before touchdown. 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.