NORTH LAS VEGAS, NV, USA
N2193S
Cessna T210L
The private pilot was cleared to land on runway 25. The first two attempts were unsuccessful; however, on the third attempt, the pilot requested a go-around from the air traffic control tower, which was approved. Personnel in the control tower who observed the accident reported that during the go-around the airplane appeared not to climb, then stalled, and descended to ground impact. The wreckage came to rest 1,004 feet north of the runway 25. The winds were reported to be 190 degrees at 12 knots gusting to 20 knots. Higher gusts were reported during the day. The maximum demonstrated crosswind velocity for takeoff or landing is 21 knots. The wing flaps were found in the retracted position.
HISTORY OF FLIGHT On April 28, 2000, at 0948 hours Pacific daylight time, a Cessna T210L, N2193S, operated by Arizona Flyers, Inc., of Tucson, Arizona, was destroyed while landing at North Las Vegas, Nevada. The private pilot and passenger were fatally injured. Visual meteorological conditions prevailed. No flight plan was filed for the personal flight, which was operated under 14 CFR Part 91. The flight originated at Tucson about 0723 mountain standard time, and was destined for North Las Vegas. The pilot requested and received visual flight advisories for the route of flight from the Federal Aviation Administration (FAA) air traffic facilities en route. The private pilot was cleared to land on runway 25. The first two attempts to land were unsuccessful. On the third attempt, the pilot requested a go-around from the air traffic control tower, which was approved. Personnel in the control tower who observed the accident reported that during the go-around the airplane appeared not to climb, then stalled, and descended to ground impact. The wreckage came to rest 1,004 feet from the centerline near taxiway "Delta." At 0954, the winds were reported to be 190 degrees at 12 knots gusting to 20 knots. PERSONNEL INFORMATION According to the private instrument rated pilot's logbook he had accumulated about 779 total flight hours, including a checkout in the accident airplane on May 16, 1999 of 6.4 hours, and about 19.3 hours total in make and model at the time of the accident. AIRCRAFT INFORMATION According to the FAA Approved Flight Information Manual, the maximum demonstrated crosswind velocity taking off or landing is 21 knots. It further states that when landing in a strong crosswind, use the minimum flap setting required for the field length. For balked landings or go-around climbs the manual states that the flap setting should be reduced to 20 degrees immediately after full power is applied. Postaccident examination of the wing flaps at the accident site revealed flaps up position. Subsequent examination of the flap actuator revealed an extension of about 4.7 inches corresponding to flaps up position. METEOROLOGICAL INFORMATION At 0954, the winds were reported 190 degrees at 12 knots gusting to 20 knots; visibility 25 miles; sky 25,000 broken; temperature 71 degrees Fahrenheit; dew point 39 degrees Fahrenheit; and the altimeter was 29.74 inHg. Higher gusts had been reported before and after the accident. WRECKAGE AND IMPACT INFORMATION The wreckage was located 1,004 feet north of runway 25 near taxiway "Delta." A postcrash fire erupted on the right side of the airplane involving the right wing, empennage, and aft fuselage. Examination of the area around the wreckage revealed the initial point of impact (IPI) was a ground scar with remnants of plastic determined to be from the right wing tip. Evidence of a lower nose strike was found about 48 feet and 320 degrees from the IPI. The fuselage was located standing on the nose section and main landing gears about 98 feet from the IPI. The right wing revealed evidence of upward bending about midspan, outboard leading edge span wise crushing, and substantial post crash fire damage. The left wing was intact with about 33 percent of the outboard leading edge crushed downward and no fire damage. The postaccident fire destroyed the right horizontal stabilizer and elevator. The elevator trim system was hanging free from the missing structure. The vertical stabilizer and rudder were in position and open on the right side from fire damage to the skins. The engine was broken free from the mount structure and canted to the right. A vertical propeller blade revealed evidence of chordwise striations and leading edge impact. The lower blades were bent aft and under the engine compartment. The fuel selector was found positioned on the left fuel tank. MEDICAL AND PATHOLOGICAL INFORMATION On April 29, 2000, the Clark County Coroner/Medical Examiner performed an autopsy on the pilot. During the course of the procedure samples were obtained for toxicological analysis by the FAA Civil Aeromedical Institute in Oklahoma City, Oklahoma. The analysis was negative for carbon monoxide, cyanide, ethanol, and drugs. ADDITIONAL INFORMATION An accident involving a Cessna 180 also occurred on runway 25 on April 28 about 1725. Wind gusts were reported to 25 knots. Demonstrated crosswind velocity is the velocity of the crosswind component, demonstrated during certification tests, for which adequate control of an airplane during takeoff and landing was actually performed. The wreckage was released on April 17, 2001, to the insurance company representative.
The pilot's failure to maintain control of the airplane during a go-around in a crosswind condition.
Source: NTSB Aviation Accident Database
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