History of Flight
On May 20, 2012, at 1930 central daylight time, a Cessna T210L, registration N29112, was substantially damaged when it impacted trees and the ground during a go-around maneuver at a private grass airstrip near Boyd, Texas. The aircraft was owned and operated by the pilot. There were four occupants on board. The pilot sustained fatal injuries, and three passengers sustained serious injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the 14 Code of Federal Regulations Part 91 personal cross-country flight. The flight originated at 1800 from Shreveport Downtown Airport (DTN), Shreveport, Louisiana, with the private airstrip as its final destination.
Several residents near the airstrip observed the aircraft on what appeared to be a normal approach before it disappeared behind tree lines. A surviving passenger in the right front seat reported that the wind was calm during the approach. The aircraft had not touched down by approximately midfield, at which point the pilot decided to initiate a go-around. During the climb-out, the pilot retracted the flaps. The airplane then collided with the top of a tree line perpendicular to the departure end of the runway. After the collision, the aircraft rolled left, struck additional trees, and impacted the ground. A post-impact fire ensued. The three passengers exited the aircraft and were transported to a local hospital. The pilot, restrained by the seat belt, succumbed to injuries at the accident site.
Personnel Information
The pilot had recently transitioned from a 1960 Cessna 210 to the 1973 Cessna T210L accident aircraft. He held a private pilot certificate (Airplane Single Engine Land) and a valid FAA third-class medical certificate dated November 2, 2010. At the time of that medical application, he reported 335 total flight hours. Review of his logbooks and interviews with associates indicated approximately 416 total flight hours at the time of the accident. Family and friends described the pilot as conscientious and meticulous, and proficient in flying the T210.
Aircraft Information
The 1973 Cessna T210L was purchased by the pilot on April 2, 2012. Its most recent annual inspection was completed on April 21, 2011. The airframe logbooks showed approximately 3,698 total hours. The engine, a Continental TSIO-520-H4B, had about 1,441 hours since its most recent major overhaul. No uncorrected mechanical anomalies were found in the airframe or engine records.
Meteorological Information
The nearest weather reporting station, located at Decatur, Texas, about 10 miles north of the accident site, reported visual meteorological conditions. Winds were light from 130 degrees at 3 knots. Skies were clear with visibility of 10 miles.
Wreckage and Impact Information
Broken and damaged tree branches atop two 30-foot trees were found beyond the departure end of the 1,800-foot grass runway, near the extended centerline, consistent with the airplane's flight path. The wreckage was located beyond these trees and appeared to have impacted the ground inverted. Evidence indicated the aircraft contacted three separate trees before coming to rest inverted on a small wooden well house structure. The left outboard balance weight and fiberglass tip fairing were found near the second tree along the right side of the energy path. The post-impact fire consumed most of the cabin, fuselage, and inboard wing sections.
Primary flight control continuity was established from the cockpit to the flight control surfaces. Elevator trim cable continuity was established from the cabin floor to the actuator. The elevator trim tab was observed approximately 5 degrees tab down (nose up). The flaps and flap actuator were in the retracted position. The ailerons, elevators, and rudder were attached to their respective attachment points. The fuel tanks were compromised; the fuel selector valve was found in the right tank position. The right tank finger screen was unobstructed. Post-impact fire damage prevented documentation of cockpit switch positions. No pre-impact anomalies were discovered during airframe examinations.
The engine and propeller assemblies were examined at a secured facility. The engine was intact with severe fire damage. All accessories separated except the propeller governor, fuel pump, starter, and alternator; the vacuum pump remained attached. The number two cylinder head was separated; the number four and six rocker covers were burned away. Part of the oil sump and a hole in the crankcase halves below the magneto attachment points were observed. The top spark plugs and rocker arms were removed, but the crankshaft could not be rotated due to thermal and impact damage. Cylinder borescope examination showed normal combustion deposits except on the number two cylinder. Valves were in place and undamaged. No pre-impact anomalies were discovered during the engine examination. The three-bladed propeller assembly and spinner showed evidence of rotation at impact.
Additional Information
The wreckage was released to the owner's representative. The surviving passenger reported that the pilot retracted the flaps after initiating the go-around about midfield of the 1,800-foot runway. The 1960 Cessna 210 hydraulic flaps can be stopped in any intermediate position; releasing the spring-loaded flap control handle returns it to the center (off) position. The 'After Takeoff' or go-around procedure for the 1960 Cessna 210 is to retract wing flaps at a safe altitude and airspeed. The 1973 Cessna T210L electric flap control lever detent determines stopping positions. Its go-around procedure specifies: reduce wing flap setting to 20 degrees immediately after full power application, then retract flaps after obstacles are cleared and a safe altitude and airspeed are obtained. Estimated weight and balance calculations showed the aircraft was within limits for takeoff from Shreveport and landing at Boyd.