Leadore, ID, USA
N886KH
CESSNA T210M
The pilot circled the runway to determine the wind direction and examine the runway surface conditions. The runway surface consisted of deteriorated asphalt and gravel. The pilot reportedly touched down 1/3 the way down the runway and experienced a lack of braking effectiveness. He then pushed the brake pedal to the floor as he neared the end of the runway. The airplane exited the runway near the departure end, continued across the airport property, and impacted a small berm before coming to rest near a building. The first identifiable marks on the runway were skid marks that began 2,600 ft down the 3,500 ft long runway and continued off the runway. Tire marks continued over the rough terrain, over the berm and through a barbed wire fence before where the airplane came to rest. It is likely that the airplane’s brakes were not effective due to the deteriorated asphalt and gravel on the runway surface. Also, it is likely that the pilot applied an abundance of pressure due to the lack of runway remaining, preventing the proper braking for the runway surface condition. During the postaccident examination the right main landing gear brake line was separated near the caliper and line fitting. The line was examined and determined that the fracture surfaces were consistent with an overstress fracture. It likely that the line was damaged during the accident sequence. The pilot’s decision to land long on a gravel runway likely resulted in an inability to maintain control of the airplane during the landing roll.
On March 15, 2021, about 1030 mountain daylight time, a Cessna T210M airplane, N886KH, was substantially damaged when it was involved in an accident near Leadore, Idaho. The pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. In a written statement, the pilot described the flight to Leadore Airport (U00), Leadore, Idaho, as smooth and uneventful. After arriving over the airport, the pilot circled runway to determine the wind direction for landing and examine the airport runway surface conditions. After the airplane landed on runway 29, the pilot applied brake pressure. According to local law enforcement, the pilot reportedly landed about 1/3 of the length down the runway at an airspeed of about 80 knots. Shortly after the pilot’s application of brake pressure, he realized the “brakes were not effective” and that he needed to apply more pressure during the landing roll. The airplane subsequently veered to the right, exiting the runway near the departure end. The airplane continued across the airport property impacting a small berm and came to rest near a building. The elevation at U00 is 6,029 ft mean sea level (msl) and runway 29 is a 3,500 ft long “rough”-surfaced runway. Accident site photos revealed that the approach end of runway had freshly mowed bunchgrass, while the remaining runway was covered in deteriorated asphalt and gravel. The first identifiable contact with the runway surface was a set of marks consistent with skidding tires, about 2,600 ft from the approach end of the runway, with about 900 ft of runway remaining. The skid marks continued off the runway and traveled through low sagebrush, impacting a small berm, through a barbed wire fence with metal poles, and ended near the main wreckage. The main wreckage was found about 420 ft from the departure end of the runway. The right main landing gear brake line near the wheel brake assembly was bent downward and separated from the caliper’s B-nut fitting. The horizontal stabilizers and elevators had substantial damage and the left main landing gear collapsed. The flaps were set to about 30°. A postaccident examination of the airplane’s brake system was conducted. The brake pedals were activated and showed no pressure and some residual brake fluid in the system. The right main landing gear brake hydraulic line was separated near the caliper and line fitting. Examination of the separated hydraulic line fracture surfaces were consistent with an overstress fracture. No other anomalies were noted. The Pilot’s Operating Handbook contained landing distance information for a dry, paved surface runway. Investigators calculated the airplane’s landing performance based on ambient temperature, calm wind, zero runway slope, an airplane maximum weight, 6,000 ft msl and flaps at 30°. Estimated landing distance over a 50 ft obstacle and ground roll were 1,710 and 905 ft, respectively.
The pilot’s failure to attain the proper touchdown point on a graveled surfaced runway with insufficient landing performance and subsequent loss of control during the landing roll.
Source: NTSB Aviation Accident Database
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