N6267Y

HISTORY OF FLIGHT

On November 9, 2008, at 1406 central standard time, a Cessna T210N, N6267Y, piloted by a commercial pilot, sustained minor damage when the landing gear collapsed during an emergency landing following a partial loss of electrical power at the Lubbock Preston Smith International Airport (LBB), Lubbock, Texas. Visual meteorological conditions prevailed at the time of the incident The personal flight was being conducted under the provisions of Title 14 CFR Part 91 without a flight plan. The cross-country flight was departing LBB and was en route to Clovis Municipal Airport (CVN), Clovis, New Mexico.

The pilot stated that shortly after takeoff, after raising the landing gear, electrical components on the airplane started shorting out and he heard "electrical noises" in his headset. Smoke also entered the cockpit. He turned off non-essential electrical items, declared an emergency with air traffic control (ATC), and returned to land. During the approach he cycled the master switch off, then back on to lower the flaps and gear. He placed the landing gear lever down, but did not attempt to manually lower the gear. During landing the landing gear collapsed.

PERSONNEL INFORMATION

The pilot, age 28, held commercial and instructor pilot certificates with a ratings for airplane single-engine land, airplane multi-engine land, instrument airplane, instructor single-engine land and instructor multi-engine land. His last Federal Aviation Administration (FAA) third-class medical was issued May 22, 2008, without limitations.

The pilot indicated on his last application for medical certification, dated May 22, 2008, that he had 870 total flight hours and had accumulated 300 hours in the preceding six months.

AIRCRAFT INFORMATION

The 1981-model Cessna T210N, serial number 21064313, was a high wing airplane, with retractable gear, and was configured for six occupants. The airplane was powered by a turbo shaft, fuel injected, air-cooled, six cylinder reciprocating engine. The engine was a Continental TSIO-520, rated at 300 horsepower, and was driving a two-bladed propeller.

The last engine and airframe inspections were of annual type, completed on November 29, 2007, with 1,852.6 hours tachometer and total airframe time. The airplane had accumulated 1,902 total hours at the time of the accident.

WRECKAGE AND IMPACT INFORMATION

The airplane landed and came to rest on the runway. Initial examination of the airplane revealed the airplane belly had scrape marks and a lower bulkhead may have been damaged. Later examination revealed the bulkhead was not damaged. This incident was initially reported as an accident due to the suspected substantial damage, but was later downgraded to an incident.

Examination of the airplane by FAA investigators revealed the engine starter showed signs of overheating and was removed for evaluation.

TEST AND RESEARCH

The engine starter was sent to Teledyne Continental Motors for examination under the supervision of National Transportation Safety Board personnel. The starter was disassembled and the internal components exhibited extensive heat damage. No determination as to the cause of the damage could be made.

ADDITIONAL INFORMATION

The airplane owner and the pilot stated the airplane exhibited various electrical problems after a Garmin GNS 430W unit was installed in the airplane by Tradewinds Aircraft Service Center, Amarillo, Texas, on May 30, 2008. Per the owner, the problems were:

1. Replaced two or three alternators.

2. Strobe blinking, feedback from communications frequencies, gear motor, and alternator cycling heard through headsets.

3. Alternator red light for low charge would illuminate with the strobes and navigation lights on.

4. The slaved gyro would not stay slaved.

After the incident the airplane was sent to a different repair station to address those problems. The repair station removed unused wiring from the avionics which were no longer required when the Garmin 430W unit was installed. Excessive wiring butt splices under the pilot's instrument panel were removed and repaired, all Garmin GNS 430W wiring was checked and some was rerouted. Several connector pins were found loose and were repaired. After the repairs the airplane electrical system operated normally.

The repairs were completed without the investigator's knowledge after the airplane had been released, so oversight of the repairs was not possible. All wiring removed from the airplane was disposed of without being examined by investigators.