PETERSBURG, TX, USA
N93058
Cessna T210L
According to personnel at the private grass airstrip, the pilot was made aware of a 'high line wire' on the north end of the airstrip. The airplane was observed flying a left hand traffic pattern for runway 17. One witness reported that, during the final approach to the runway, the airplane 'didn't look high enough,' although the approach 'appeared normal and steady,' and the gear appeared 'normal and down.' Another witness reported that he observed the 'plane hit the power line with the landing gear.' The airplane struck the top static steel line and subsequently impacted the ground 170 feet south of the power lines. The nose landing gear strut exhibited numerous straight-line witness marks consistent with the diameter of the downed static line. No anomalies were found during the examination of the airframe or powerplant that would have rendered the airplane or engine incapable of operation prior to striking the steel line.
HISTORY OF FLIGHT On June 28, 1999, approximately 0945 central daylight time, a Cessna T210L, single engine airplane, N93058, was destroyed when it impacted terrain following an in-flight collision with a power line, while on final approach to a private grass airstrip near Petersburg, Texas. The instrument rated private pilot, who was the owner and operator of the airplane, and his one passenger sustained fatal injuries. Visual meteorological conditions prevailed for the 14 Code of Federal Regulations Part 91 business flight, and a flight plan was not filed. The flight originated from the Lubbock International Airport, Lubbock, Texas, approximately 0930. The first flight of the day commenced from Farwell, Texas, and was destined for the private airstrip with an en route stop at the Lubbock International Airport. According to ground personnel at Lubbock International Airport, the pilot and passenger picked up a starter motor for a forklift. The airplane then departed the airport for the private grass airstrip located northeast of Lubbock. The wife of the owner of the airstrip reported that she received a telephone call from the pilot, during which he requested permission to land the airplane at the airstrip. The pilot stated that he would be picking up parts from Wylie Manufacturing, Inc., which is located near the airstrip. The owner's wife stated that she informed the pilot of a "high line wire" on the north end of the airstrip. The owner of the airstrip and another witness, who were in a hangar at the airstrip, observed the airplane approach the airstrip. The airplane was flying a left hand pattern for runway 17. They reported that the "approach appeared normal and steady" and the landing "gear appeared normal and down." They added that the airplane "didn't look high enough," during the final approach to the runway. The airplane then passed out of their view and they saw the "power lines bounce." They proceeded to the runway and observed the airplane consumed in a post-impact fire. A witness, who was driving westbound on Highway 54 in his vehicle, reported that the "[air]plane hit the power line with the landing gear." This witness further stated that the [air]plane appeared to be flying "normally" until striking the power line. PERSONNEL INFORMATION According to FAA records reviewed by the NTSB investigator-in-charge (IIC), the pilot, owner of Farwell Spraying Service, Inc., Farwell, Texas, obtained his private pilot certificate on January 8, 1991, and an instrument rating on February 20, 1992. According to the pilot's flight logbook, he completed a biennial flight review on June 21, 1997. The last entry in the pilot's flight logbook, which was dated May 20, 1999, indicated that the pilot had accumulated a total of 709.1 hours. According to a pilot history record, provided by the insurance company and dated June 23, 1999, the pilot had accumulated a total flight time of 670 hours, of which 500 hours were in the same make and model of airplane as the accident airplane. The pilot held a third class medical certificate issued July 22, 1997. AIRCRAFT INFORMATION The 1974 Cessna T210L airplane was equipped with a 285-horsepower Continental TSIO-520-H engine, which was powered by a 3-bladed McCauley D3A32C88M, constant-speed propeller. The aircraft was equipped with the Horton Shortfield Takeoff and Landing (STOL) kit. According to the maintenance logbooks, the last annual inspection was performed on December 8, 1998, and the airframe had accumulated a total of 2,562.0 hours at the time of the inspection. At the last 100 hour engine inspection on December 8, 1998, the engine had accumulated a total of 1,128 hours since major overhaul. The review of the maintenance records, by the NTSB IIC, did not reveal evidence of any uncorrected maintenance discrepancies. METEOROLOGICAL INFORMATION At 0956, the weather observation facility at the Lubbock International Airport, Lubbock, Texas, (located 18 miles southwest of the accident site) reported clear skies with a visibility of 10 miles. The wind was reported from 230 degrees at 10 knots with a temperature of 27 degrees Centigrade (81 degrees Fahrenheit), and a dew point of 22 degrees Centigrade (72 degrees Fahrenheit). The altimeter setting was 29.92 inches of mercury. The NTSB IIC calculated the density altitude at 5,537 feet. The owner of the private airstrip reported that at the time of the accident there was a direct crosswind from the west at 15 knots. AERODROME INFORMATION The Culp Airstrip, a private grass airstrip, is located near Petersburg, Texas. The runway 17/35 is 3,000 feet long and 120 feet wide. Elevation at the airstrip is 3,330 feet. Unmarked power lines extend east to west across the approach end of runway 17. The owner of the airstrip stated that during his agricultural airplane operations all landings were made to the north with takeoffs to the south. The pilot's north-south airstrip at Farwell, Texas, has power lines extending across the approach end of the south runway, which are marked with safety balls. WRECKAGE AND IMPACT INFORMATION Power company personnel reported that the upper shield line of the powerline crossing the approach end of runway 17 was downed. The six stranded steel line measured 59 feet 9 inches agl, had a 5/16 inch diameter and a breaking strength of 11,200 pounds. A section of the downed power line, which had been oriented near the runway centerline, exhibited a "bow-like" kink. The main wreckage was located on the airstrip, 170 feet south of the power line. The steel nose landing gear strut assembly exhibited numerous impressions consistent in width with the diameter of the power line cable strands. The main wreckage came to rest on a measured magnetic heading of 260 degrees at a Global Positioning System (GPS) location of North 33 degrees 52.839 minutes latitude and West 101 degrees 32.896 minutes longitude. The cockpit, fuselage, and empennage exhibited thermal damage and were destroyed by the post-impact fire. The forward empennage was found in the inverted position with the right main landing gear out of the wheel well and the down lock released. The left main landing gear was found in the wheel well with the down lock released. Sooting was found on the external surfaces of the main landing gear doors. The right wing, found separated from the airframe, exhibited thermal damage and sooting. The left wing remained attached to the airframe and the outboard 7 feet of the leading edge was bent aft and upward. The right elevator remained intact and the left elevator was bent downward. The vertical stabilizer and rudder assembly sustained impact and thermal damage. The fuel selector was found on the right fuel tank position which was confirmed by internal inspection of the fuel valve. The integrity of the fuel tanks was compromised. The electrical system and instruments were destroyed by the post-impact fire. Flight control continuity was confirmed. According to the manufacturer representative, the flap actuator jackscrew measurement of 3.3 inches placed the flaps at the 30 degree extended position. The engine was found separated from the airframe with the propeller separated from the engine crankshaft. The crankshaft exhibited a 45 degree shear plane aft of the propeller mounting flange, with the forward part of the shaft remaining attached to the propeller hub. The crankshaft rotated and continuity was confirmed to each of the cylinders and to the rear accessory case of the engine. Each of the spark plugs exhibited light wear and no deposits. The magnetos produced sparks at all leads when rotated by hand. The turbocharger turbine shaft rotated freely and no binding was noted. The engine driven fuel pump and the fuel manifold both contained fuel consistent with blue 100 LL aviation grade fuel. The intake and exhaust pipes were found collapsed. Each of the three propeller blades, found loose in the hub, exhibited chordwise scratches. One of the propeller blades exhibited gouges and was bent aft at a 45 degree angle at approximately mid-span. MEDICAL AND PATHOLOGICAL INFORMATION The autopsy was performed by the Lubbock County Medical Examiner's Office, Lubbock, Texas. The FAA Civil Aeromedical Institute's (CAMI) Forensic Toxicology and Accident Research Center, Oklahoma City, Oklahoma, examined specimens taken by the medical examiner. According to CAMI, the toxicological tests were negative. TEST AND RESEARCH A 6-foot section of power line (cable), which contained the "bow-like" kink, was examined at the NTSB Materials Laboratory, Washington, D.C. The examination revealed that the cable contained a localized bend less than 180 degrees approximately in the center of the cable length. The cable piece was relatively straight on one side of the localized bend, but the piece on the other side of the localized bend contained relatively uniform deformation with an approximate radius of 1 foot. The exterior surface exhibited an area of mechanical damage on one side of the cable in the area with the uniform deformation. The mechanical damage extended into the localized bend area and slightly onto the straighter portion of the cable on the other side of the localized bend. ADDITIONAL INFORMATION: The airplane was released to the owner's representative.
The failure of the pilot to maintain obstacle clearance.
Source: NTSB Aviation Accident Database
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