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20040618026659I

Incident · Minor damage
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FAA incident report · Cessna 210K · St Louis, MO · June 18, 2004

FAA Aviation Safety Information Portal

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Date
June 18, 2004 · 13:11 local
Place
St Louis, MO
Airport
Spirit Of St Louis Airport
Phase of flight
Level Off Touchdown
Operating rules
General operating rules (Part 91)
Damage
Minor damage
Aircraft
N8216M
Reported as
Cessna 210K
People aboard
1
Fatal injuries
0
Pilot’s flight hours
1,300 total800 in this make and model8 in the last 90 days
N8216MRegistration cancelled Jun 2, 2015 · Cessna 210KS/N 21059216 · Built 1969Airframe modelCessna 210KEngine modelContinental IO-520 seriesReciprocating

From the FAA’s Accident/Incident Data System (AIDS), through its Aviation Safety Information Portal, as reported. The NTSB investigates accidents separately, and its record of an accident is the fuller one. The aircraft is matched to the registry 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.

What happened

The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.

(-23) N8216M was experiencing radio problems. PIC was able to transmit, but was unable to receive on his VHF radio. PIC coordinated through cps ATCT to fly to sus for radio repairs. PIC announced location and intentions on sus ATCT upon arrival. Sus ATCT heard the call. ATCT gave a green light when the aircraft was on downwind, which the PIC did not see. The PIC did not acknowledge receiving the light and ATCT failed to give further light signals. The PIC failed to request a light (with his radio that was transmitting, but not receiving) and instead became task focused looking for a light from the tower. The PIC failed to lower the gear before landing and touched down well beyond the threshold of the runway, and then slid to a stop. In the after event investigation, the PIC stated he heard the gear warning horn, but did not know what it was and assumed it was the sound of an inner marker. The PIC also stated he had never heard a gear warning horn in his life. Upon questioning, it became apparent the PIC also did not know what would cause the gear warning system to activate. Tower tapes were requested by FSDO, but have not been provided.

As the FAA filed it

(-23) N8216M WAS EXPERIENCING RADIO PROBLEMS. PIC WAS ABLE TO TRANSMIT, BUT WAS UNABLE TO RECEIVE ON HIS VHF RADIO. PIC COORDINATED THROUGH CPS ATCT TO FLY TO SUS FOR RADIO REPAIRS. PIC ANNOUNCED LOCATION AND INTENTIONS ON SUS ATCT UPON ARRIVAL. SUS ATCT HEARD THE CALL. ATCT GAVE A GREEN LIGHT WHEN THE AIRCRAFT WAS ON DOWNWIND, WHICH THE PIC DID NOT SEE. THE PIC DID NOT ACKNOWLEDGE RECEIVING THE LIGHT AND ATCT FAILED TO GIVE FURTHER LIGHT SIGNALS. THE PIC FAILED TO REQUEST A LIGHT (WITH HIS RADIO THAT WAS TRANSMITTING, BUT NOT RECEIVING) AND INSTEAD BECAME TASK FOCUSED LOOKING FOR A LIGHT FROM THE TOWER. THE PIC FAILED TO LOWER THE GEAR BEFORE LANDING AND TOUCHED DOWN WELL BEYOND THE THRESHOLD OF THE RUNWAY, AND THEN SLID TO A STOP. IN THE AFTER EVENT INVESTIGATION, THE PIC STATED HE HEARD THE GEAR WARNING HORN, BUT DID NOT KNOW WHAT IT WAS AND ASSUMED IT WAS THE SOUND OF AN INNER MARKER. THE PIC ALSO STATED HE HAD NEVER HEARD A GEAR WARNING HORN IN HIS LIFE. UPON QUESTIONING, IT BECAME APPARENT THE PIC ALSO DID NOT KNOW WHAT WOULD CAUSE THE GEAR WARNING SYSTEM TO ACTIVATE. TOWER TAPES WERE REQUESTED BY FSDO, BUT HAVE NOT BEEN PROVIDED.