What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
On March 19, 2016, at 1020 eastern daylight time, a Cessna 210L, N59196, sustained substantial damage when the main landing gear collapsed during a precautionary landing at the Myrtle Beach International Airport (myr), Myrtle Beach, south carolina. The private pilot and the two passengers were not injured. The airplane was registered to a private corporation and operated by the pilot as a 14 code of federal regulations part 91 personal flight. Visual meteorological conditions existed at the airport at the time of the accident and an instrument flight rules flight plan was filed. The flight originated at myr at 1001 and was destined for hilton head island airport (hxd), hilton head, south carolina.
The pilot stated that he performed a thorough preflight inspection and engine run-up utilizing the appropriate checklists before he departed and everything was normal. About 10 minutes after takeoff, with the landing gear and flaps fully retracted, the pilot noticed that he began to lose electrical power and contacted air traffic control to let them know that he had an alternator failure and wanted to return to myr. The pilot said he was cleared to return to myr and shortly after he turned back to the airport, he lost all electrical power. The adult passenger called the control tower via a cell phone, who in turn, cleared him to land. The pilot said he attempted to pump the landing gear down with the emergency gear extension handle, but the main landing gear would not fully extend. Only the nose wheel extended to what appeared to be the fully down and locked position.
The pilot further described that it typically required about 45-47 pumps of the emergency gear extension handle to move the gear into the down and locked position; however during the accident flight, after about 10 pumps he could sense there was no hydraulic pressure in the system and it "didn't seem normal." The pilot continued to try and pump the gear down for about 20 minutes before he realized that the main gear was not going to extend and he would have to land with unsecure landing gear. The pilot said that the landing was very smooth and the main landing gear held the support of the airplane for a while before they both collapsed. The airplane skidded to a stop resulting in substantial damage to the left wing and left horizontal stabilizer. The belly of the fuselage was also damaged and there was no damage to the propeller blades.
The airplane was retained for further examination.
As the FAA filed it
ON MARCH 19, 2016, AT 1020 EASTERN DAYLIGHT TIME, A CESSNA 210L, N59196, SUSTAINED SUBSTANTIAL DAMAGE WHEN THE MAIN LANDING GEAR COLLAPSED DURING A PRECAUTIONARY LANDING AT THE MYRTLE BEACH INTERNATIONAL AIRPORT (MYR), MYRTLE BEACH, SOUTH CAROLINA. THE PRIVATE PILOT AND THE TWO PASSENGERS WERE NOT INJURED. THE AIRPLANE WAS REGISTERED TO A PRIVATE CORPORATION AND OPERATED BY THE PILOT AS A 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS EXISTED AT THE AIRPORT AT THE TIME OF THE ACCIDENT AND AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT MYR AT 1001 AND WAS DESTINED FOR HILTON HEAD ISLAND AIRPORT (HXD), HILTON HEAD, SOUTH CAROLINA.
THE PILOT STATED THAT HE PERFORMED A THOROUGH PREFLIGHT INSPECTION AND ENGINE RUN-UP UTILIZING THE APPROPRIATE CHECKLISTS BEFORE HE DEPARTED AND EVERYTHING WAS NORMAL. ABOUT 10 MINUTES AFTER TAKEOFF, WITH THE LANDING GEAR AND FLAPS FULLY RETRACTED, THE PILOT NOTICED THAT HE BEGAN TO LOSE ELECTRICAL POWER AND CONTACTED AIR TRAFFIC CONTROL TO LET THEM KNOW THAT HE HAD AN ALTERNATOR FAILURE AND WANTED TO RETURN TO MYR. THE PILOT SAID HE WAS CLEARED TO RETURN TO MYR AND SHORTLY AFTER HE TURNED BACK TO THE AIRPORT, HE LOST ALL ELECTRICAL POWER. THE ADULT PASSENGER CALLED THE CONTROL TOWER VIA A CELL PHONE, WHO IN TURN, CLEARED HIM TO LAND. THE PILOT SAID HE ATTEMPTED TO PUMP THE LANDING GEAR DOWN WITH THE EMERGENCY GEAR EXTENSION HANDLE, BUT THE MAIN LANDING GEAR WOULD NOT FULLY EXTEND. ONLY THE NOSE WHEEL EXTENDED TO WHAT APPEARED TO BE THE FULLY DOWN AND LOCKED POSITION.
THE PILOT FURTHER DESCRIBED THAT IT TYPICALLY REQUIRED ABOUT 45-47 PUMPS OF THE EMERGENCY GEAR EXTENSION HANDLE TO MOVE THE GEAR INTO THE DOWN AND LOCKED POSITION; HOWEVER DURING THE ACCIDENT FLIGHT, AFTER ABOUT 10 PUMPS HE COULD SENSE THERE WAS NO HYDRAULIC PRESSURE IN THE SYSTEM AND IT "DIDN'T SEEM NORMAL." THE PILOT CONTINUED TO TRY AND PUMP THE GEAR DOWN FOR ABOUT 20 MINUTES BEFORE HE REALIZED THAT THE MAIN GEAR WAS NOT GOING TO EXTEND AND HE WOULD HAVE TO LAND WITH UNSECURE LANDING GEAR. THE PILOT SAID THAT THE LANDING WAS VERY SMOOTH AND THE MAIN LANDING GEAR HELD THE SUPPORT OF THE AIRPLANE FOR A WHILE BEFORE THEY BOTH COLLAPSED. THE AIRPLANE SKIDDED TO A STOP RESULTING IN SUBSTANTIAL DAMAGE TO THE LEFT WING AND LEFT HORIZONTAL STABILIZER. THE BELLY OF THE FUSELAGE WAS ALSO DAMAGED AND THERE WAS NO DAMAGE TO THE PROPELLER BLADES.
THE AIRPLANE WAS RETAINED FOR FURTHER EXAMINATION.
NTSB investigation
The NTSB’s investigation of this event, with its probable cause and findings. Matched to this report by N-number and date.
Other reports on N59196 · 2
Matched to the same aircraft by N-number and date.