Glendale, AZ, USA
N1164U
Cessna T210N
The airplane was struck by lightning while on radar vectors for an approach in intermittent instrument meteorological conditions. The pilot received a preflight weather briefing that advised generally clear conditions en route with widely scattered rain showers and isolated thunderstorms near the destination. As the pilot complied with the vector instructions and proceeded toward the destination airport, the airplane's propeller was struck by lightning. The lightning traveled through the airplane's structure to the left wing, fragmenting the rib structure and separating part of the left wing tip. The pilot was able to communicate with ATC on a backup communication radio and declare an emergency. The flight diverted to a nearby airport and landed without further incident. The pilot reported no mechanical malfunctions or failures with the airplane prior to the lightning strike.
On January 30, 2005, about 0930 mountain standard time, a Cessna T210N, N1164U, was struck by lightning near Glendale, Arizona, while on approach to the Scottsdale, Arizona, airport. The pilot/owner was operating the airplane under the provisions of 14 CFR Part 91. The commercial pilot and three passengers were not injured; the airplane sustained substantial damage. The personal cross-country flight originated about 0730 from McClellan-Palomar Airport, Carlsbad, California. Instrument meteorological conditions (IMC) prevailed, and an instrument flight rules (IFR) flight plan had been filed. While operating on an IFR clearance, the pilot received instructions from air traffic control (ATC) to comply with radar vectors and expect a visual approach to Scottsdale. The flight proceeded northbound, and entered intermittent IMC a few miles north of Luke Air Force Base. The pilot stated that the clouds were dark and contained precipitation, but the flight did not encounter significant turbulence. The pilot did not observe thunderstorms in the vicinity. While receiving northerly radar vectors in IMC, the pilot witnessed lightning to the east and reported the occurrence to ATC. Shortly thereafter, ATC instructed the pilot to turn to a magnetic heading of 040 degrees, and descend in preparation for a visual approach to Scottsdale. The pilot stated that shortly after turning north-east bound, an airplane on the same frequency experienced a stuck mike and the pilot was unable to communicate with ATC. The flight was in IMC at the time, and the pilot queried the air traffic controllers stationed at Luke Air Force Base and Scottsdale tower about additional approach instructions. The pilot stated that the controllers were unclear as to the assistance that they would be capable of providing. As the pilot complied with the vector instructions and proceeded toward the Scottsdale airport, the airplane's propeller was struck by lightning. The lighting traveled through the airplane's structure to the left wing, fragmenting the rib structure and separating part of the left wing tip. The pilot was able to communicate with ATC on a backup communication radio and declare an emergency. The flight diverted to Glendale Airport and landed without further incident. The pilot reported no mechanical malfunctions or failures with the airplane prior to the lightning strike. The pilot added that the automatic terminal information service was not reporting thunderstorms in the vicinity of the airport, and he was not aware of ATC issuing any weather advisories for thunderstorms in the vicinity. The airplane was not equipped with weather avoidance avionics. Review recorded communications at the San Diego FAA Automated Flight Service Station disclosed that the pilot contacted them about 0656 on the day of the accident for a preflight weather briefing for a trip to Scottsdale. The briefer relayed to the pilot that the en route conditions were generally clear with isolated light rain showers and isolated thunderstorms, principally in the Arizona area.
The airplane was struck by lightning during the approach to land.
Source: NTSB Aviation Accident Database
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