What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On February 7, 2000, at approximately 1615 EST, a Cessna 210, N450EM, registered to nsn aviation, inc., and operated by the pilot as a 14 CFR part 91 training flight, landed with the gear up at Trenton/Mercer County airprot, Trenton, NJ (kttn). Visual meteorological conditions prevailed at the time and a instrument flight plan was filed. The aircraft suffered minor damage. The flight instructor pilot and his student pilot were not injuried. During the post incidnet investigation, the pilot provided staements which contributed to the investigation. The flight had departed from Trenton/mecer county airport at approx. 1145AM and enroute to lehigh valley international airport, allentown, pa (kabe) to perform an intrument LOC back course approach 24 at abe. During that approach the pilot staed that he could not fully extend the main landing gear. ATC was informed and a missed approach was executed. The pilot stated that he circled the sirport and while on the approach to runway 6 at abe again attemped to lower the main landing gearboth electrically and via emergency procedures, but to no avail. The pilot advised ATC and cancled IFR clearance. The aricraft was handed off to phiadelphia approach and the pilot requested holding to troubleshoot the gear malfunction over ard VOR. The pilot stated that for approximately 3 hours both he and a chase aircraft carrying a mechanic on board tried to resolve the landing gear malfunction. Post incident statements made by the pilot also indicated that he serviced the hyraulic system with rug cleaning fluid, dismantled part of the center instrument panel, removed the electrical swich for the gear motor from the instrument panel, repaired defective wiring at the hydraulic power pack, and attempted to pull the gear to the down and locked position with an electrical extension cord while leaning out of the aircraft. All these attempts failed. The aircraft landed kttn at approximately 1615 EST gear-up. On site investigation revealed damage to the sircraft included: a prop strike, sudden engine stoppage and fuselage belly skin damage. Additionally DME and transponder antennas were also shaved off during the landing. Subsequent investigation determined a hydrulic power pack/electrical pressure switch solemoid failure preventing the main gear down locks form going over cineter to except the main gear into the locks. Additionally, although not attributed to the gear failure the pilot contaminated the hydraulic system components when he elected to service the hydrulic reservoir with "blue coral dri-clean" rug cleaner. AEA-FSDO-17 will address the landing gear malfunction through the safety recommendation process. The pilots actions were also discussed with AEA-FSDO-17'S operations unit supervisor ofr his action if appropriate. AEA-FSDO-17 considers this matter closed.
As the FAA filed it
ON FEBRUARY 7, 2000, AT APPROXIMATELY 1615 EST, A CESSNA 210, N450EM, REGISTERED TO NSN AVIATION, INC., AND OPERATED BY THE PILOT AS A 14 CFR PART 91 TRAINING FLIGHT, LANDED WITH THE GEAR UP AT TRENTON/MERCER COUNTY AIRPROT, TRENTON, NJ (KTTN). VISUAL METEOROLOGICAL CONDITIONS PREVAILED AT THE TIME AND A INSTRUMENT FLIGHT PLAN WAS FILED. THE AIRCRAFT SUFFERED MINOR DAMAGE. THE FLIGHT INSTRUCTOR PILOT AND HIS STUDENT PILOT WERE NOT INJURIED. DURING THE POST INCIDNET INVESTIGATION, THE PILOT PROVIDED STAEMENTS WHICH CONTRIBUTED TO THE INVESTIGATION. THE FLIGHT HAD DEPARTED FROM TRENTON/MECER COUNTY AIRPORT AT APPROX. 1145AM AND ENROUTE TO LEHIGH VALLEY INTERNATIONAL AIRPORT, ALLENTOWN, PA (KABE) TO PERFORM AN INTRUMENT LOC BACK COURSE APPROACH 24 AT ABE. DURING THAT APPROACH THE PILOT STAED THAT HE COULD NOT FULLY EXTEND THE MAIN LANDING GEAR. ATC WAS INFORMED AND A MISSED APPROACH WAS EXECUTED. THE PILOT STATED THAT HE CIRCLED THE SIRPORT AND WHILE ON THE APPROACH TO RUNWAY 6 AT ABE AGAIN ATTEMPED TO LOWER THE MAIN LANDING GEARBOTH ELECTRICALLY AND VIA EMERGENCY PROCEDURES, BUT TO NO AVAIL. THE PILOT ADVISED ATC AND CANCLED IFR CLEARANCE. THE ARICRAFT WAS HANDED OFF TO PHIADELPHIA APPROACH AND THE PILOT REQUESTED HOLDING TO TROUBLESHOOT THE GEAR MALFUNCTION OVER ARD VOR. THE PILOT STATED THAT FOR APPROXIMATELY 3 HOURS BOTH HE AND A CHASE AIRCRAFT CARRYING A MECHANIC ON BOARD TRIED TO RESOLVE THE LANDING GEAR MALFUNCTION. POST INCIDENT STATEMENTS MADE BY THE PILOT ALSO INDICATED THAT HE SERVICED THE HYRAULIC SYSTEM WITH RUG CLEANING FLUID, DISMANTLED PART OF THE CENTER INSTRUMENT PANEL, REMOVED THE ELECTRICAL SWICH FOR THE GEAR MOTOR FROM THE INSTRUMENT PANEL, REPAIRED DEFECTIVE WIRING AT THE HYDRAULIC POWER PACK, AND ATTEMPTED TO PULL THE GEAR TO THE DOWN AND LOCKED POSITION WITH AN ELECTRICAL EXTENSION CORD WHILE LEANING OUT OF THE AIRCRAFT. ALL THESE ATTEMPTS FAILED. THE AIRCRAFT LANDED KTTN AT APPROXIMATELY 1615 EST GEAR-UP. ON SITE INVESTIGATION REVEALED DAMAGE TO THE SIRCRAFT INCLUDED: A PROP STRIKE, SUDDEN ENGINE STOPPAGE AND FUSELAGE BELLY SKIN DAMAGE. ADDITIONALLY DME AND TRANSPONDER ANTENNAS WERE ALSO SHAVED OFF DURING THE LANDING. SUBSEQUENT INVESTIGATION DETERMINED A HYDRULIC POWER PACK/ELECTRICAL PRESSURE SWITCH SOLEMOID FAILURE PREVENTING THE MAIN GEAR DOWN LOCKS FORM GOING OVER CINETER TO EXCEPT THE MAIN GEAR INTO THE LOCKS. ADDITIONALLY, ALTHOUGH NOT ATTRIBUTED TO THE GEAR FAILURE THE PILOT CONTAMINATED THE HYDRAULIC SYSTEM COMPONENTS WHEN HE ELECTED TO SERVICE THE HYDRULIC RESERVOIR WITH "BLUE CORAL DRI-CLEAN" RUG CLEANER. AEA-FSDO-17 WILL ADDRESS THE LANDING GEAR MALFUNCTION THROUGH THE SAFETY RECOMMENDATION PROCESS. THE PILOTS ACTIONS WERE ALSO DISCUSSED WITH AEA-FSDO-17'S OPERATIONS UNIT SUPERVISOR OFR HIS ACTION IF APPROPRIATE. AEA-FSDO-17 CONSIDERS THIS MATTER CLOSED.
Other reports on N450EM · 2
Matched to the same aircraft by N-number and date.