Accident Overview
On June 14, 2015, at about 1445 eastern daylight time, a Cessna T210M, N732VN, was substantially damaged when it struck the ground following an aborted landing attempt and subsequent go-around at Reigle Field (58N) in Palmyra, Pennsylvania. The private pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under 14 CFR Part 91. The flight had originated from Bloomsburg Municipal Airport (N13) in Bloomsburg, Pennsylvania, at about 1415.
According to the pilot, before departure he checked the weather and determined visual flight conditions. Prior to landing, he observed the windsock and a flag on a rollercoaster at a nearby amusement park, both indicating light wind favoring runway 31. During the landing attempt, he felt that braking had little effect, released and reapplied brakes, then applied full power to initiate a go-around due to concern about remaining runway. During the initial climb, the airplane did not perform as expected and subsequently impacted the ground at the departure end of the runway, coming to rest in a cornfield after the right wing struck and the airplane nosed over. The pilot reported no mechanical problems.
According to a Federal Aviation Administration inspector, the airplane came to rest about 300 feet from the departure end of the runway in a muddy cornfield. Examination revealed damage to the right wing spar and separation of the engine from the airframe. No preimpact malfunctions were noted that would have precluded normal operation.
Aircraft and Pilot
The pilot held a private pilot certificate with single-engine land and multiengine land ratings. His most recent third-class medical certificate was issued on March 4, 2015. He had accumulated about 819 total flight hours, including 310 hours in the accident aircraft make and model.
The airplane, a Cessna T210M, was issued a standard airworthiness certificate on March 16, 1977. It was powered by a Continental TSIO-520-R9 engine (310 hp) and a McCauley propeller. The most recent annual inspection was on October 9, 2014, at which time the airframe had 2,903 hours total time. The engine had accumulated 870 hours since its most recent overhaul.
Meteorological Conditions
The 1458 recorded weather observation at Muir Army Airfield (MUI), about 5 miles north of the accident site, indicated wind from 240 degrees at 6 knots, visibility 10 miles, scattered clouds at 4,900 feet, temperature 29°C, dew point 21°C, and barometric pressure 30.03 inches of mercury. One hour before and after the accident, winds were variable between 4 and 6 knots. Density altitude was calculated at about 2,000 feet. Other airports within 17 miles reported calm to southwest winds at 9 knots.
Additional Information
The Cessna T210 Pilot Operating Handbook's landing distance table specified conditions including zero wind, with notes to decrease distances 10% per 10 knots headwind and increase distances 10% per 2.5 knots tailwind. At maximum landing weight (3,800 pounds) and recorded temperature, 1,560 feet of runway would be required in zero wind. The pilot reported the accident weight was 3,100 pounds.
The FAA Airplane Flying Handbook states that under high-density altitude, high temperature, and/or maximum gross weight, an airplane may become airborne at insufficient airspeed but unable to climb out of ground effect, potentially unable to clear obstructions or settling back onto the runway.
The FAA pamphlet "Density Altitude" (FAA-P-8740-2) defines density altitude as pressure altitude corrected for non-standard temperature. As density altitude increases, air density decreases, reducing aircraft performance. Using the Koch chart, given conditions of 30°C and pressure altitude about 400 feet, climb rate would be reduced by about 20 percent.