# Incident 20031226033909I: Cessna 210J, Urbana, OH, December 26, 2003

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: December 26, 2003, 13:00 local time
- Place: Urbana, OH
- Airport: Grimes Field Airport
- Damage: Minor damage
- Phase of flight: Level Off Touchdown
- Operating rules: General operating rules (Part 91)
- Location: 40.1324° N, 83.7541° W: Placed by OpenAirDocs at GRIMES FLD (I74), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=40.1324&lon=-83.7541&mi=10
- Aircraft: N210N, registered now (https://openairdocs.org/aircraft/N210N) (OpenAirDocs)
- Registry model: Cessna 210J (registry code 2073439, https://openairdocs.org/model/cessna-210j) (OpenAirDocs)
- Registry engine: Continental IO-520 series (registry code 17032, https://openairdocs.org/engine/continental-io-520-series) (OpenAirDocs)
- Reported make and model: CESSNA 210J
- People aboard: 3
- Fatal injuries: 0
- Pilot flight hours: 14,000 total, 844 in this make and model, 2 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20031226033909I

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

(-23) PILOT STATEMENT: IT HAD BEEN 16 YEARS SINCE I HAD FLOWN ANYTHING OTHER THAN LARGE JET AIRCRAFT FOR THE AIRLINES. I HAD ALWAYS WANTED TO GET BACK INTO FLYING SINGLE ENGINE AIRCRAFT FOR PLEASURE PURPOSES ONLY, HAVING ABOUT 2300 HRS IN MANY MAKES AND MODELS OF SINGLE ENGINE AIRCRAFT INCLUDING THE C-210 IN WHICH I HAVE APPROXIMATELY 844 HRS. THE OPPORTUNITY HAD FINALLY COME WHEN I JOINED A FLYING CLUB THAT I HAD PREVIOUSLY BELONGED TO. I REALIZED THAT EVEN THOUGH I HAD ACCUMULATED OVER 14000 HRS TOTAL TIME IN ALL TYPES OF WEATHER, AIRCRAFT AND OPERATIONS, I KNEW THAT I WOULDN'T FEEL COMFORTABLE FLYING THE C-210 UNLESS I WENT UP WITH AN INSTRUCTOR, AND RE-FAMILIARIZED MYSELF WITH ITS CHECKLIST AND AIRCRAFT MANUALS. ON DECEMBER 13, 2003, I GOT AN INSTRUCTOR AND WE WENT UP FOR 1.3 HRS, AND DID THREE LANDINGS AND WENT OVER A FEW THINGS. AFTER THE FLIGHT, I FELT COMFORTABLE AND EXCITED ABOUT FLYING THE SMALL AIRCRAFT AGAIN. DECEMBER 26, 2003 WAS A CLEAR, CALM DAY WITH EXCELLENT VISIBILITY. I DID A THOROUGH PREFLIGHT OF THE C-210. MY PLAN WAS TO JUST HOP AROUND CENTRAL OHIO. I BROUGHT ALONG TWO PASSENGERS WHO WANTED TO RIDE ALONG WITH ME. I GOT THE CHECKLIST OUT AND ACCOMPLISHED THE BEFORE START, START, AFTER START, TAXI AND BEFORE TAKEOFF CHECKLISTS. PRETTY MUCH ALL OF THESE ITEMS I STILL REMEMBERED EVEN FROM ROTE, HOWEVER, I JUST WANTED TO MAKE SURE. THE DEPARTURE FROM THE OHIO STATE UNIVERSITY AND CLIMB TO 3000MSL WAS UNEVENTFUL. I PUT THE GEAR UP, ADJUSTED THE POWER FOR CLIMB AND CRUISE, CLOSED THE COWL FLAPS AND LEANED IT OUT. I DECIDED TO FLY TO URBANA, OHIO WHICH IS ONLY ABOUT 35 MILES AWAY. APPROACHING URBANA, I LISTENED TO THE AUTOMATED WEATHER AND DECIDED ON RUNWAY 22. I ANNOUNCED MY INTENTIONS ON CTAF AND OVER FLEW THE AIRPORT FROM EAST TO WEST ABOVE THE TRAFFIC PATTERN AND ENTERED AN UPWIND LEG WHILE DESCENDING TO THE PATTERN ALTITUDE ALL THE WHILE ANNOUNCING X-WIND, DOWNWIND, BASE LEG AND FINAL. I EXTENDED 10 DEGREES OF FLAPS, PUSHED THE MIXTURE FULL RICH AND THE PROP FULL FORWARD. TURNING BASE, I PUT IN SOME MORE FLAPS AND TURNING FINAL, FULL FLAPS. I CAN REMEMBER THAT DURING MY CHECKOUT, I WAS APPROACHING AND LANDING A LITTLE FAST, SO MY MAIN FOCUS I BELIEVE WAS ON SPEED CONTROL. ON SHORT FINAL, MY SPEED WAS RIGHT ON AND I WAS IN THE SLOT. THE FLARE WAS VERY NICE AND I WAS JUST WAITING FOR A SMOOTH LANDING. HOWEVER, I STARTED HEARING METAL SCRAPING AND BEFORE I KNEW IT, WE WERE SLIDING DOWN THE RUNWAY WITH THE GEAR STILL IN THE UP POSITION. TO SAY THE LEAST, I WAS STUNNED. I HAVE ALWAYS BEEN VERY AWARE OF HOW I OPERATE AN AIRCRAFT AND CONSIDER MYSELF TO BE VERY SAFE. I HAVE BEEN FLYING FOR 31 YEARS WITHOUT ANY PROBLEM. I HAVE HAD THE VERY BEST TRAINING AND HAVE BEEN A FLIGHT INSTRUCTOR MYSELF. AS I NOW LOOK BACK ON IT, I FEEL THERE WERE FACTORS THAT CONTRIBUTED TO THIS. FOR 16 YEARS, I HAVE BEEN IN A SYSTEM THAT RELIES HEAVILY ON CRM, WHICH I BELIEVE IS GREAT. EVEN WITH THAT, I HAVE HAD MY OWN LITTLE BACKUPS INCLUDING ALWAYS CHECKING THAT THE FLAPS AND GEAR ARE DOWN AT ABOUT 500 FEET AND A FEW OTHER LITTLE ITEMS. HOWEVER, WHEN I WENT TO FLY THE SINGLE ENGINE, THE MINDSET IS DIFFERENT. ONE, IT'S SINGLE PILOT AND THERE IS NO ONE TO BACK YOU UP. AS I LOOK BACK, I THINK WHAT I REALLY NEEDED WAS A LOT MORE TOUCH AND GOS SO I COULD HAVE NOT ONLY THE GUMP CHECKLIST BUT A SET OF ACTIONS. ACTIONS THAT WOULD AUTOMATICALLY REMIND ME TO DO THINS IN A SEQUENCE, LIKE FLAPS 10, GEAR DOWN. REPETITION IS THE ANSWER. I KNEW WHAT GUMP WAS BUT I THINK I ONLY DID THE MP PART.

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.

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