Cessna T210R accident near Buckeye, Arizona, September 11, 1998
On September 11, 1998 at about 8:45 pm local time, a Cessna T210R, registered N6153U, was substantially damaged in an accident near Buckeye, Arizona (Pierce Agricultural Field). It was a personal flight under general aviation rules (Part 91). 3 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's delayed response in recovering from a bounced landing combined with his delayed decision to abort the landing. The pilot's inadequate compensation for tailwind conditions and inadvertently raising the flaps to 10 degrees were factors in this accident.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 11, 1998 · about 8:45 pm local time
- Place
- Buckeye, Arizona · Pierce Agricultural Field · map
- Type
- Accident
- Injuries
- 3 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T210R · all T210Rs on the register
- Registration
- N6153U · no longer on the register · serial 21094915
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
Although the windsock indicated runway 09, the pilot elected to land downwind because of obstructions on the departure end of runway. He touched down at 80 knots with 30 degrees flaps, about 150 feet beyond the runway threshold. After the aircraft bounced several times, he added 'some' power to stabilize the oscillations. Now nearing the departure end of the runway, he became concerned that he would not be able to stop. He applied power to abort the landing and raised his flaps to 20 degrees. During the abort, the aircraft stuck a car that was traveling along the airport boundary. After striking the vehicle, the elevator controls became jammed. The pilot reduced power and made a forced landing. A witness estimated winds as from the east at 10 knots gusting to 15. Skid marks were visible near the left side of the departure end of the runway. A postaccident inspection showed the flaps were at 10 degrees.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 640 hours in all; 500 in this make and model; 33 in the last 90 days; 20 in the last 30 days; 640 as pilot in command
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,150 hours
- Last inspection: annual inspection, July 28, 1998; 30 hours since
- Maximum gross weight: 4,100 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-CE (piston); 0 hours total
The flight
- Departed from: MEV Minden-Tahoe NV at 5:10 pm
- Flight plan: none
- Runway 27, 3,490 ft by 50 ft
Weather at the time
- Light: daylight
- Wind: from 050° at 8 knots
- Visibility: 27 statute miles
- Sky: broken clouds at 18,000 ft; scat at 8,000 ft
- Temperature: 81°F (27°C), dew point 72°F (22°C)
- Altimeter: 29.00 inHg
- Observation at 7:47 pm from GYR, 16 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.