# NTSB NYC02LA144: Cessna 210L, N732AK, Zelienople, PA, July 22, 2002 - Type: NTSB accident investigation - Classification: Accident · Serious injuries · Limited investigation · Final report - Date: July 21, 2002, 23:30 local (Jul 22, 2002, 03:30 UTC) - Place: Zelienople, PA - Coordinates: 40.801666, -80.160552 - Nearby events: https://openairdocs.org/map.md?lat=40.8017&lon=-80.1606&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Highest injury: Serious injuries - Injuries: 1 serious - Status: Completed, report July 23, 2003 - Report: Approved by Office Director - Parties: Textron Continental Motors, FAA/FSDO, Cessna Aircraft Company - NTSB case key (mKey): 55262 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=NYC02LA144 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/55262/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=55262 - Page: https://openairdocs.org/ntsb/NYC02LA144 ## Probable cause The pilot failure to follow the published aborted landing procedures, with the retraction of the flaps to 10 degrees prior to reaching a safe altitude and airspeed, which resulted in an uncontrolled descent. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Loss of control - in flight, landing - aborted - raising of flaps - premature, pilot in command (cause) - procedures/directives - not followed, pilot in command (cause) - climb - not maintained, pilot in command - In flight collision with object, descent - uncontrolled - object - tree(s) ## Analysis 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. ## Factual narrative 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." ## Aircraft - Registration: [N732AK](https://openairdocs.org/deregistered/N732AK-2004-09-22), registration cancelled 2004-09-22, S/N 21061361, built 1976 (OpenAirDocs) - Reported make and model: Cessna 210L - Registry model: [Cessna 210L](https://openairdocs.org/model/cessna-210l) (registry code 2073448) (OpenAirDocs) - Registry engine: [Continental IO-520 series](https://openairdocs.org/engine/continental-io-520-series) (registry code 17032, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 21061361 - Airframe hours: 3079.9 - Engines: Continental IO-520 300 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, February 25, 2002, 98.6 hours before - Departed: BMG, Bloomington, IN - Destination: 8G7, Zelienople, PA - Flight plan: IFR - Airport: 8G7, Zelienople Muni, runway 35, 4,102 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 38; injuries: serious; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, valid medical--no waivers/lim.; last flight review August 5, 2000; seat: left; flight hours: 662 total, 332 in this make and model, 602 as pilot in command, 65 in the last 90 days, 18 in the last 30 days, 3 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 73 °F, dew point 66 °F - Altimeter: 30.03 inHg - Observed at: BTP, 10 nm away ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20020721017289A](https://openairdocs.org/incident/20020721017289A), Jul 21, 2002: Cessna 210L, Zelienople, PA, No damage. (-23) On July 22, 2002, at approximately 09:30, local time inspectors jeff halliday, scott alexander, jim porter, and I arrived at Zelienople airport (8G7) pa.… ## Docket (2 files) The files NTSB released with the investigation on May 21, 2003, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=55262. 454 KB in all. - Memorandums for Records (item 1, .PDF, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40182071&FileExtension=.PDF&FileName=Memorandums%20for%20Records-Master.PDF - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 2, .PDF, 404 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40463528&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.