What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
Pilots statement:
On may 4, 2022 at approximately 4:15CST I,privacy data omitted, pilot of Cessna 210 1664M experienced a right main failure shortly after a visual landing on RUNWAY16 at klfk.
The ordinal purpose of the flight was to shoot a practice RNAV 16 approach into klfk to test GPS and systems accuracy for an upcoming trip. I departed 16 with a left turn to the east at about 800FT AGL. I purposely left the landing gear down
And locked as my goal was to not exceed 125KTS. I then climbed to 2000 ft while remaining VFR to set up for the practice RNAV approach. I then proceeded direct to the initial approach fix for the course reversal. At that point I turned inbound
And started to set up for the approach. 3 miles from the faf I checked all pre landing items in the checklist. After the faf I performed the “gumps” check and determined the gear was still down and locked with a green “locked annunciation light” indicated. There is a mirror mounted on the right wing which allowed me another confirmation that both mains and nose gear were down andlocked. On final approach I maintained vertical and lateral control of the aircraft while
Maintaining +\- 90KTS. Once I crossed the rwy threshold I pulled the power for the plane to settle, aiming for the 1000FT hash markers. The landing was initially uneventful until .5 seconds after touchdown. I might also add that the landing was not hard andwhat I would consider a safe landing. About .5 seconds after touchdown I felt the plane yaw uncontrollably left. My initial reaction was
Immediate right rudder for correction, but after it was obvious no recovery was feasible, I tried to keep the plane in the safest possible configuration until it came
To rest about 20 feet left of the runway in the grass.
After coming to rest, I shut down the plane according to the checklist and turned the fuel position to “off”. After speaking with an FAA representative, I then deactivated the ELT which was still transmitting. When the FAA representative granted permission to move the airplane, myself
And a small crew successfully did so. The right gear was collapsed under the belly of the aircraft and the nose gear was completely broken. As we jacked the
Airplane up to try to swing the gear manually, I pulled the gear breaker inside the airplane to avoid any unnecessary charge or anything that may compromise safety. The plane was then towed to my personal t hangar where it currentlyresides in its present condition.
On may 4, 2022, the inspector from the houston FSDO arrived at the hangar whereprivacy data omittedwas stored at klfd. The airport manager had permission to allow the inspector in to take photographs of the Cessna 210. The airport manager escorted the inspector to runway 16 where the incident occurred. The inspector took photographs of the touchdown marks on the runway and asked the airport manager if there was any video of the incident. The manager stated there is a security camera pointed toward the runway. The airport security camera recorded a distant image of privacy data omittedlanding on runway 16. The aircraft appeared to make a normal landing in the center of the runway for about 100 feet then veered hard left into the grass. The pictures after the incident provided by the pilot revealed the right main landing gear retracted into the fuselage with the left main extended and the nosed wheel bent to the left.
After evaluating the incident pictures, the pilot statement and the recording from the security camera ofprivacy data omitted landing, it is undetermined as to the cause of why the right main landing gear collapsed on roll out.
As the FAA filed it
PILOTS STATEMENT:
ON MAY 4, 2022 AT APPROXIMATELY 4:15CST I,^PRIVACY DATA OMITTED^, PILOT OF CESSNA 210 1664M EXPERIENCED A RIGHT MAIN FAILURE SHORTLY AFTER A VISUAL LANDING ON RUNWAY16 AT KLFK.
THE ORDINAL PURPOSE OF THE FLIGHT WAS TO SHOOT A PRACTICE RNAV 16 APPROACH INTO KLFK TO TEST GPS AND SYSTEMS ACCURACY FOR AN UPCOMING TRIP. I DEPARTED 16 WITH A LEFT TURN TO THE EAST AT ABOUT 800FT AGL. I PURPOSELY LEFT THE LANDING GEAR DOWN
AND LOCKED AS MY GOAL WAS TO NOT EXCEED 125KTS. I THEN CLIMBED TO 2000 FT WHILE REMAINING VFR TO SET UP FOR THE PRACTICE RNAV APPROACH. I THEN PROCEEDED DIRECT TO THE INITIAL APPROACH FIX FOR THE COURSE REVERSAL. AT THAT POINT I TURNED INBOUND
AND STARTED TO SET UP FOR THE APPROACH. 3 MILES FROM THE FAF I CHECKED ALL PRE LANDING ITEMS IN THE CHECKLIST. AFTER THE FAF I PERFORMED THE “GUMPS” CHECK AND DETERMINED THE GEAR WAS STILL DOWN AND LOCKED WITH A GREEN “LOCKED ANNUNCIATION LIGHT” INDICATED. THERE IS A MIRROR MOUNTED ON THE RIGHT WING WHICH ALLOWED ME ANOTHER CONFIRMATION THAT BOTH MAINS AND NOSE GEAR WERE DOWN ANDLOCKED. ON FINAL APPROACH I MAINTAINED VERTICAL AND LATERAL CONTROL OF THE AIRCRAFT WHILE
MAINTAINING +\- 90KTS. ONCE I CROSSED THE RWY THRESHOLD I PULLED THE POWER FOR THE PLANE TO SETTLE, AIMING FOR THE 1000FT HASH MARKERS. THE LANDING WAS INITIALLY UNEVENTFUL UNTIL .5 SECONDS AFTER TOUCHDOWN. I MIGHT ALSO ADD THAT THE LANDING WAS NOT HARD ANDWHAT I WOULD CONSIDER A SAFE LANDING. ABOUT .5 SECONDS AFTER TOUCHDOWN I FELT THE PLANE YAW UNCONTROLLABLY LEFT. MY INITIAL REACTION WAS
IMMEDIATE RIGHT RUDDER FOR CORRECTION, BUT AFTER IT WAS OBVIOUS NO RECOVERY WAS FEASIBLE, I TRIED TO KEEP THE PLANE IN THE SAFEST POSSIBLE CONFIGURATION UNTIL IT CAME
TO REST ABOUT 20 FEET LEFT OF THE RUNWAY IN THE GRASS.
AFTER COMING TO REST, I SHUT DOWN THE PLANE ACCORDING TO THE CHECKLIST AND TURNED THE FUEL POSITION TO “OFF”. AFTER SPEAKING WITH AN FAA REPRESENTATIVE, I THEN DEACTIVATED THE ELT WHICH WAS STILL TRANSMITTING. WHEN THE FAA REPRESENTATIVE GRANTED PERMISSION TO MOVE THE AIRPLANE, MYSELF
AND A SMALL CREW SUCCESSFULLY DID SO. THE RIGHT GEAR WAS COLLAPSED UNDER THE BELLY OF THE AIRCRAFT AND THE NOSE GEAR WAS COMPLETELY BROKEN. AS WE JACKED THE
AIRPLANE UP TO TRY TO SWING THE GEAR MANUALLY, I PULLED THE GEAR BREAKER INSIDE THE AIRPLANE TO AVOID ANY UNNECESSARY CHARGE OR ANYTHING THAT MAY COMPROMISE SAFETY. THE PLANE WAS THEN TOWED TO MY PERSONAL T HANGAR WHERE IT CURRENTLYRESIDES IN ITS PRESENT CONDITION.
ON MAY 4, 2022, THE INSPECTOR FROM THE HOUSTON FSDO ARRIVED AT THE HANGAR WHERE^PRIVACY DATA OMITTED^WAS STORED AT KLFD. THE AIRPORT MANAGER HAD PERMISSION TO ALLOW THE INSPECTOR IN TO TAKE PHOTOGRAPHS OF THE CESSNA 210. THE AIRPORT MANAGER ESCORTED THE INSPECTOR TO RUNWAY 16 WHERE THE INCIDENT OCCURRED. THE INSPECTOR TOOK PHOTOGRAPHS OF THE TOUCHDOWN MARKS ON THE RUNWAY AND ASKED THE AIRPORT MANAGER IF THERE WAS ANY VIDEO OF THE INCIDENT. THE MANAGER STATED THERE IS A SECURITY CAMERA POINTED TOWARD THE RUNWAY. THE AIRPORT SECURITY CAMERA RECORDED A DISTANT IMAGE OF ^PRIVACY DATA OMITTED^LANDING ON RUNWAY 16. THE AIRCRAFT APPEARED TO MAKE A NORMAL LANDING IN THE CENTER OF THE RUNWAY FOR ABOUT 100 FEET THEN VEERED HARD LEFT INTO THE GRASS. THE PICTURES AFTER THE INCIDENT PROVIDED BY THE PILOT REVEALED THE RIGHT MAIN LANDING GEAR RETRACTED INTO THE FUSELAGE WITH THE LEFT MAIN EXTENDED AND THE NOSED WHEEL BENT TO THE LEFT.
AFTER EVALUATING THE INCIDENT PICTURES, THE PILOT STATEMENT AND THE RECORDING FROM THE SECURITY CAMERA OF^PRIVACY DATA OMITTED^ LANDING, IT IS UNDETERMINED AS TO THE CAUSE OF WHY THE RIGHT MAIN LANDING GEAR COLLAPSED ON ROLL OUT.