# Incident 20040618026659I: Cessna 210K, St Louis, MO, June 18, 2004

- Type: FAA incident report (Accident/Incident Data System), as reported
- Date: June 18, 2004, 13:11 local time
- Place: St Louis, MO
- Airport: Spirit Of St Louis Airport
- Damage: Minor damage
- Phase of flight: Level Off Touchdown
- Operating rules: General operating rules (Part 91)
- Location: 38.6621° N, 90.6520° W: Placed by OpenAirDocs at SPIRIT OF ST LOUIS (SUS), within about a mile (OpenAirDocs)
- Nearby events: https://openairdocs.org/map.md?lat=38.6621&lon=-90.6520&mi=10
- Aircraft: N8216M, a cancelled registration (https://openairdocs.org/deregistered/N8216M-2015-06-02) (OpenAirDocs)
- Registry model: Cessna 210K (registry code 2073446, https://openairdocs.org/model/cessna-210k) (OpenAirDocs)
- Registry engine: Continental IO-520 series (registry code 17032, https://openairdocs.org/engine/continental-io-520-series) (OpenAirDocs)
- Reported make and model: CESSNA 210K
- People aboard: 1
- Fatal injuries: 0
- Pilot flight hours: 1,300 total, 800 in this make and model, 8 in the last 90 days
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/20040618026659I

## Narrative

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

(-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.

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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