20110710012829I

On July 10, 2011, at approximate 14:45 EDT, N5850F, Cessna 210G, suffered a nose landing gear collapse while sitting stopped on taxiway bravo at cape may county airport (kwwd) in Wildwood, NJ. There were no injuries to the 2 pilots onboard and damage to the aircraft was limited to propeller damage, engine 'sudden stoppage' and minor damage to the nose landing gear doors. Prior to landing at kwwd, the pilots had taken off from old bridge airport (3N6). On that leg, the pilot flying (pf) had trouble raising the gear and requested assistance from the other pilot on-board. The pilot not flying (pnf), who was a certified flight instructor, stated that he noticed that "the landing gear handle was difficult to move. After several seconds, I retracted the gear." The landing in cape may on runway 19 was normal and the aircraft taxied on taxiway bravo, lining up and stopping behind another aircraft holding for takeoff on runway 19. The pf for this takeoff was the CFI. He stated that he was concerned that the landing gear handle would stick again. He said he "giggled (SIC) the handle to feel for any binding. Several seconds later the nose gear retracted." During recovery, when the aircraft was lifted, it was reported that the nose gear extended and locked in the 'down' position. When the aircraft was inspected by the owner's mechanic along with FAA inspectors several days later, the nose gear was found to be correctly locked in the 'down' position with no anomalies on the locking mechanisms, the associated electrical switches or the gear handle lockout solenoid. The nose gear strut appeared to be in a normal extension range. With the nose gear 'squat switch' made, the gear handle lockout pin was properly extended into the gear lever preventing the handle from being inadvertently moved to the 'up' position. It is unknown whether the landing or taxi condition(s), wind or prop wash from the second aircraft, or weight distribution in the aircraft had any effect on the nose strut extension. The service manual for this aircraft has a caution note that states a fully extended strut, caused by these sorts of internal or external conditions, can simulate an airborne condition. It cautions "be especially careful not to move the gear handle from the gear-down range under these conditions, or the nose gear will retract." It was also demonstrated on the aircraft during this investigation that it is possible to move the gear handle FAR enough to the left side of the aircraft, to bypass the gear handle anti-retraction locking pin and raise the handle.