NYC02LA144

The pilot canceled his IFR clearance near his planned destination, and then maneuvered the airplane to land. The airplane touchdown approximately 2,050 feet down the 4,102-foot long runway, and then bounced back into the air. The pilot aborted the landing, retracted the landing gear, and reduced the flaps to approximately 10 degrees before reaching 50 feet agl. The airplane began to lose altitude, and then impacted trees. Examination of the wreckage revealed no preimpact failures or malfunctions, nor did the pilot report any. The Airplane Flying Handbook," stated that retracting the flaps could decrease lift and cause the airplane to sink rapidly, during a go-around. The POH stated that the flaps should be immediately reduced to 20 degrees, and then retracted slowly after reaching a safe altitude.

On July 21, 2002, about 2330 eastern daylight time, a Cessna 210L, N732AK, was substantially damaged during an aborted landing at the Zelienople Municipal Airport (8G7), Zelienople, Pennsylvania. The certificated private pilot was seriously injured. Night visual meteorological conditions prevailed for the personal flight that departed the Monroe County Airport (BMG), Bloomington, Indiana. An instrument flight rules (IFR) flight plan was filed and activated for the flight conducted under 14 CFR Part 91.

According to a Federal Aviation Administration (FAA) inspector who interviewed the pilot, the pilot canceled his IFR clearance near Zelienople, and maneuvered the airplane to land on runway 35. The airplane touchdown approximately 2,050 feet down the 4,102-foot long runway, and then bounced back into the air. The pilot aborted the landing, retracted the landing gear, and reduced the flaps before reaching 50 feet agl. The airplane began to lose altitude, and then impacted terrain. It came to rest in a creek approximately 700 feet from the departure end of the runway and about 30 degrees to the left of centerline.

The pilot did not report any preimpact failures. In addition, an examination of the wreckage was conducted by representatives from the airframe and engine manufacturer under the supervision of an FAA inspector. The flaps were set to approximately 10 degrees, and no preimpact failures or malfunctions where identified with either the engine or the airframe.

A weather observation was taken approximately 15 minutes before the accident at Butler County Airport (BTP), Butler, Pennsylvania, which was located 9.5 miles east of the accident site. According to the observation, the wind was calm, visibility was 10 miles, sky was clear, temperature was 73 degrees Fahrenheit, dew point was 66 degrees Fahrenheit, and the altimeter setting was 30.03 inches of mercury.

The FAA publication "Airplane Flying Handbook" stated there is a "...possible danger in attempting takeoff prior to achieving the recommended lift-off speed. Due to the reduced drag in ground effect, the airplane may seem capable of takeoff well below the recommended speed. However, as the airplane rises out of ground effect with a lower-than-normal lift-off speed, the greater induced drag may result in very marginal initial climb performance.

The publication also stated the following regarding rejected landings, "Caution must be used in retracting the flaps. Depending on the airplane's altitude and airspeed, it may be wise to retract the flaps in small increments to allow time for the airplane to accelerate properly...."

The Pilot's Operating Handbook stated the following for a "Balked Landing." "(1) Power -- FULL THROTTLE and 2850 RPM. (2) Wing Flaps -- RETRACT to 20 degrees (immediately). (3) Climb Speed -- 70 KIAS (until obstacles are cleared). (4) Mixture -- RICH (lean for field elevation per fuel flow placard above 3,000 feet. (5) Wing Flaps -- RETRACT slowly (after reaching safe altitude and 75-80 KIAS). (6) Cowl Flaps -- OPEN."