History of Flight
On August 9, 2021, about 1115 central daylight time, a Cessna 210H airplane, registration N5940F, was destroyed when it impacted terrain near Melbourne, Arkansas. The private pilot, who was the sole occupant, sustained fatal injuries. The flight was conducted as a personal flight under 14 Code of Federal Regulations Part 91.
The pilot intended to depart from Melbourne Municipal Airport (42A) in Melbourne, Arkansas, and fly to his home airport approximately 60 miles away in Heber Springs, Arkansas. A witness at the departure airport observed the pilot perform a preflight inspection and taxi to runway 21 for takeoff. The witness reported that the airplane appeared to have an extended takeoff roll and lifted off near the departure end of the runway. No radio or distress calls from the pilot were heard. At the time of the accident, the airport's UNICOM radio receiver was not staffed and lacked recording capability.
Aircraft Information
According to the Cessna Turbo-System Centurion Owner's Manual, at a maximum gross weight of 3,400 pounds, the airplane's stall speeds varied with flap setting and bank angle. With landing gear down and flaps retracted, the stall speed at 0° bank was 74 mph. With flaps fully down (30°) and gear down, stall speeds were 63 mph at 0° bank, 68 mph at 30° bank, and 89 mph at 60° bank.
The before-takeoff checklist specified flap settings between 0° (flaps up) and 20° (maximum performance takeoff configuration); no flap setting greater than 20° was referenced for takeoff. The owner's manual indicated that full flaps (30°) were intended only for short-field landings and emergency landings with a defective nose gear. For a balked landing (go-around), the manual directed reducing flaps to 20° immediately after applying full power, then retracting flaps after clearing obstacles.
The field elevation at 42A was 734 ft, and runway 21 was 4,003 ft long. At the time of the accident, the temperature was 89.6°F (32°C), dew point 75°F (24°C), and altimeter 30.01 inches of mercury. Based on these conditions, with 20° flaps and no headwind, a takeoff ground run of about 920 ft and a distance to clear a 50-ft obstacle of 1,708 ft were calculated at maximum gross weight.
Wreckage and Impact Information
The accident site was located approximately 3,500 ft from the departure end of the runway on a magnetic heading of 188°. Examination revealed that the airplane struck several large trees about 80 ft tall before coming to rest on the ground. Pieces of the right elevator and right horizontal stabilizer were found embedded in tree branches about 20 ft above the ground. The fuselage, wings, and engine were on the ground adjacent to a large tree. A post-impact fire consumed most of the airframe. The engine separated from the fuselage and was found about 4 ft from the main wreckage, mostly intact with minor fire damage. Several cut branches in the trees were consistent with propeller blade strikes. The propeller remained attached, and all three blades exhibited S-bending, chordwise rubs and scratches, and leading-edge nicks. Flight control continuity was confirmed from all control surfaces to the cockpit.
Further examination of the airframe revealed that the flap actuator was in the fully extended position (30°). The elevator trim actuator measured a 2-inch extension, consistent with a 20° nose-down position. The engine was examined and no pre-impact anomalies were found.
Medical and Pathological Information
An autopsy performed by the State Crime Lab, Medical Examiner Division in Little Rock, Arkansas, determined the pilot's cause of death as multiple blunt force injuries. Toxicology testing by the FAA Forensic Sciences Laboratory identified no tested-for drugs. The pilot's glucose levels were 144 mg/dL in vitreous specimens and 195 mg/dL in urine specimens. The pilot's hemoglobin A1c (HbA1c) blood level was 7.2%.
The FAA considers glucose levels in vitreous and urine specimens abnormal if above 125 and 100 mg/dL, respectively. HbA1c is an indirect measure of average blood sugar over the preceding three months; a level of 6.5% or higher indicates diabetes, and less than 7% indicates control of diabetes.
Additional Information
Following the accident, Melbourne Municipal Airport installed radio transmission recording capability on its UNICOM frequency.