Event NYC94LA175

Factual narrative

On September 11, 1994, at 0825 eastern daylight time, a Cessna T210R, N8603U, piloted by Dr. Russell Stankiewicz, overran the runway while landing at Skyhaven Airport, Tunkhannock, Pennsylvania. The pilot was not injured and the airplane received substantial damage. Visual meteorological conditions prevailed and no flight plan had been filed for the local personal transportation flight which was operated under 14 CFR Part 91. In a telephone interview, the pilot reported that as he approached the airport, he was told the winds were calm and the preferred runway was 19. On the first approach he was fast and he went around. In the NTSB Accident report, he stated: ...My second approach was more shallow and slower, touching down on the Runway Numbers at 80 Knots. Upon touchdown, I immediately noted what felt to [me as] acceleration despite 30 degrees of flap and power off. Braking appeared ineffective and as I later found out sometime during my roll out both tires deflated during my efforts to maintain control and reduce my ground roll distance. When I reached the end of the runway I noticed a field to the right of the ramp which I tried to direct the plane toward, steering was ineffective and I entered a cornfield that sits behind the runway margin. Upon contact with a furrow, the front wheel and strut separated, the remain of the strut dug in and the aircraft flipped onto its back. The pilot reported he did not raise the flaps after touchdown. According to the FAA, there were intermittent tire skid marks that started approximately 100 feet beyond the displaced threshold and ended about 150 feet short of the end of the runway. At that point the skid marks changed to a marking similar to a hour glass. These marks continued to the end of the runway. Multiple flat spots were found on the main landing gear tires. The airport manager reported there was another airplane departing runway 19 and the pilot of that airplane talked to the arriving pilot. The winds had been calm, however they were in the process of changing. At the time of touchdown, there was a tailwind of less than 5 knots. The pilot reported the temperature as 72 degrees F. According to the FAA Airport/Facility Directory, runway 19 was 2007 feet long, 50 feet wide, and had an asphalt surface. The landing threshold was displaced 425 feet on runway 19. The airport elevation was 639 feet. According to the Cessna 210R Pilot's Operating Handbook, page 4-29, SHORT FIELD LANDING: For short field landings, make a power approach at 72 KIAS with full flaps., After all approach obstacles are cleared, progressively reduce power. Maintain 72 KIAS approach speed by lowering the nose of the airplane. Touchdown should be made with the throttle closed, and on the main wheel first. Immediately after touchdown, lower the nose gear and apply heavy braking as required. For maximum brake effectiveness after all three wheels are on the ground, retract the flaps, hold full nose up elevator and apply maximum possible brake pressure without sliding the tires. According to the LANDING DISTANCE - SHORT FIELD chart, page 5-43, at 3900 lbs, 30 degrees C (86 F), 1,000 feet pressure altitude, calm winds, the ground roll is 900 feet. The distance is increased 10 percent for each 2.5 knots of tailwind. Using 5 knots of tailwind, the total ground roll required is 1080 feet. The private pilot reported he had a total time of 359 hours, with 60 hours in the Cessna T210R, and had flown 16 hours in the preceding 90 days. THE PILOT MADE A LANDING ON A SHORT RUNWAY, TOUCHED DOWN AT 80 KNOTS, LEFT THE WING FLAPS EXTENDED AND BLEW OUT BOTH MAIN WHEEL TIRES DUE TO LOCKED WHEEL SKIDDING. THE AIRPLANE DEPARTED THE END OF THE RUNWAY AND WENT INTO A CORN FIELD WHERE THE NOSE LANDING GEAR COLLAPSED AND THE AIRPLANE NOSED OVER. ACCORDING TO THE PILOT'S OPERATING HANDBOOK, THE SHORT FIELD TECHNIQUE INCLUDED USING 72 KNOTS ON FINAL, RETRACTING FLAPS AFTER TOUCHDOWN, AND NOT SLIDING THE TIRES. THE SHORT FIELD LANDING DISTANCE CHART REVEALED THE LANDING DISTANCE WAS ADEQUATE FOR THE REPORTED CONDITIONS. Source: NTSB Aviation Accident Database (Pre-2008 Archive) Retrieved: 2026-02-12