LAX98LA291

Although the windsock indicated runway 09, the pilot elected to land downwind because of obstructions on the departure end of runway. He touched down at 80 knots with 30 degrees flaps, about 150 feet beyond the runway threshold. After the aircraft bounced several times, he added 'some' power to stabilize the oscillations. Now nearing the departure end of the runway, he became concerned that he would not be able to stop. He applied power to abort the landing and raised his flaps to 20 degrees. During the abort, the aircraft stuck a car that was traveling along the airport boundary. After striking the vehicle, the elevator controls became jammed. The pilot reduced power and made a forced landing. A witness estimated winds as from the east at 10 knots gusting to 15. Skid marks were visible near the left side of the departure end of the runway. A postaccident inspection showed the flaps were at 10 degrees.

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 85 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.