CEN10LA014

The single-engine airplane had just undergone an annual inspection, which included several landing gear retraction and emergency gear extension tests. The commercial pilot performed an extensive pre-flight inspection before he departed on its first post-maintenance flight and found no anomalies. Shortly after takeoff, as the pilot retracted the landing gear, the hydraulic pump stopped and the "gear-up" light did not illuminate. He then tried to extend the gear and nothing happened. The pilot referenced an inspection mirror on the right wing and realized all three landing gear were dangling between the up and down positions. The pilot stabilized the airplane and used his cell phone to call Cessna Aircraft Company. An engineer provided troubleshooting techniques, but the pilot was unable to secure the gear in the down-and-locked position. The pilot then made a partial gear-up landing, which resulted in substantial damage to the left horizontal stabilizer. The airplane had been modified under a Supplemental Type Certificate in 1987, which removed the main landing gear doors and replaced them with fairings. As a result, some of the landing gear hydraulic lines were capped. A Federal Aviation Administration inspector performed an examination of the airplane and found a hydraulic line in the landing gear system that was not properly capped and was leaking. The line was re-capped and several gear extension/retraction tests were successfully performed. The uncapped line should have been found and repaired during the annual inspection.

On October 14, 2009, at 1545 mountain standard time, a Cessna T210L, N211LC, sustained substantial damage during landing roll out at Albuquerque Sunport International Airport (ABQ), Albuquerque, New Mexico, after the landing gear failed to extend shortly after departure from Sandia Airpark Estates (1N1), Edgewood, New Mexico. The commercial rated pilot/registered owner was not injured. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight conducted under 14 Code of Federal Regulations Part 91. According to the pilot, the airplane had just undergone extensive maintenance and an annual inspection, which included several landing gear retraction and emergency gear extension tests. The pilot spent two days preparing the airplane for its first flight after this maintenance had been completed, which included correcting some cracked panels, securing loose trim, properly placing placards,and making sure paperwork was in order. Prior to the accident flight, the pilot performed a 1-hour preflight inspection and the fluid level in the hydraulic pump was "adequate" if not a "little overfull." He then started the engine and taxied to the maintenance facility for a some final inspections, which included placards, and panel fixes. When this was completed, the pilot taxied to the runway, performed an engine run-up, and departed. The pilot reported that when he retracted the landing gear, the process began normally, and the hydraulic pump sounded normal. Then the noise stopped and the "gear-up" light did not illuminate. He then tried to extend the gear and nothing happened. The pilot referenced an inspection mirror on the right wing an realized that all three landing gear were "dangling" or dragging" in between the up and down position. The pilot stabilized the airplane and used his cell phone to call Cessna Aircraft Company. An engineer provided trouble-shooting techniques, but the pilot was unable to secure the gear in the down and locked position. The pilot made a partial gear-up landing, which resulted in substantial damage to the left horizontal stabilizer. The left wing tip and an antenna were also damaged. The airplane had been modified with Supplemental Type Certificate (STC#: SA5737SW) in 1987, which removed the main landing gear doors and replaced them with fairings. As a result, some of the landing gear hydraulic lines were capped. A Federal Aviation Administration (FAA) inspector performed a post-accident examination of the airplane and found a hydraulic line in the landing gear system that was not properly capped and was leaking. The line was then re-capped and several gear extension/retraction tests were successfully performed.