# NTSB ERA12LA299: Cessna 210, N96050, Gatlinburg, TN, April 19, 2012 - Type: NTSB accident investigation - Classification: Accident · No injuries · Limited investigation · Final report - Date: April 19, 2012, 19:15 local (23:15 UTC) - Place: Gatlinburg, TN - Coordinates: 35.857498, -83.52861 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=35.8575&lon=-83.5286&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Defining event: [Approach: Sys/Comp malf/fail (non-power)](https://openairdocs.org/ntsb-events/330) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report August 29, 2013 - Report: Approved by Office Director - NTSB office: Eastern Region Aviation - Parties: FAA Nashville FSDO - NTSB case key (mKey): 83467 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=ERA12LA299 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/83467/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=83467 - Page: https://openairdocs.org/ntsb/ERA12LA299 ## Probable cause Failure of the nose landing gear down pressure hose, which resulted in the main landing gear being unable to lock and collapse of the main landing gear during the landing roll. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Landing gear system: gear extension and retract sys](https://openairdocs.org/ntsb-findings/01023230): Aircraft › Aircraft systems · Malfunction (probable cause); cases with it: [Cessna T210L, 10 cases](https://openairdocs.org/ntsb-findings/01023230/cases.md?model=2073449), [All aircraft, 416 cases](https://openairdocs.org/ntsb-findings/01023230/cases.md) - [Misc hardware: hoses and tubes](https://openairdocs.org/ntsb-findings/01071410): Aircraft › Fluids/misc hardware · Not specified (probable cause); cases with it: [Cessna T210L, 1 case](https://openairdocs.org/ntsb-findings/01071410/cases.md?model=2073449), [All aircraft, 40 cases](https://openairdocs.org/ntsb-findings/01071410/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Approach: Sys/Comp malf/fail (non-power)](https://openairdocs.org/ntsb-events/330) (defining event); cases with it: [Cessna T210L, 5 cases](https://openairdocs.org/ntsb-events/330/sequence.md?model=2073449), [All aircraft, 994 cases](https://openairdocs.org/ntsb-events/330/sequence.md) - [Landing-flare/touchdown: Landing gear not configured](https://openairdocs.org/ntsb-events/095); cases with it: [Cessna T210L, 11 cases](https://openairdocs.org/ntsb-events/095/sequence.md?model=2073449), [All aircraft, 584 cases](https://openairdocs.org/ntsb-events/095/sequence.md) - [Landing-landing roll: Landing gear collapse](https://openairdocs.org/ntsb-events/094); cases with it: [Cessna T210L, 6 cases](https://openairdocs.org/ntsb-events/094/sequence.md?model=2073449), [All aircraft, 1,787 cases](https://openairdocs.org/ntsb-events/094/sequence.md) - [Landing-landing roll: Runway excursion](https://openairdocs.org/ntsb-events/300); cases with it: [Cessna T210L, 9 cases](https://openairdocs.org/ntsb-events/300/sequence.md?model=2073449), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md) ## Analysis The pilot entered the airport traffic pattern for landing and completed the before-landing checklist. He lowered the landing gear, and he noticed that the hydraulic unit stayed on and that the landing gear green light indication in the cockpit did not illuminate. He looked outside and the nosewheel was extended, but both main landing gear were only partially extended. He recycled the landing gear with negative results. He also added fluid to the hydraulic fill port in the cockpit, attempted to recycle the landing gear, and conducted some negative "g’s," but the gear did not fully extend. The pilot subsequently performed a straight-in approach with the nosewheel down and the main landing gear partially extended. During touchdown, the airplane veered to the left off the side of the runway and came to rest upright in a grassy area. Examination of the airplane revealed a hole in the landing gear down-pressure hose, which prevented the landing gear from fully extending. Review of service information from the airplane manufacturer revealed that the hoses should be replaced every 5 years. The investigation could not determine when the last time the hose was replaced. The airplane's current mechanic had worked on the airplane for 3 years and had not replaced the hose during that time. He added that the hoses did not look damaged or degraded during the inspections he performed. There was no entry in the logbook to indicate the hydraulic hoses had been replaced within the last 5 years or 1,000 hours. ## Factual narrative On April 19, 2012, at 1715 eastern daylight time, a Cessna 210, N96050, experienced a main landing gear collapse on landing roll at Gatlinburg Pigeon Forge Airport (GKT), Gatlinburg, Tennessee. The airplane sustained substantial damage to the left horizontal stabilizer. The certificated private pilot was not injured. The airplane was registered to a private owner and was operating as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed and an instrument flight rules (IFR) flight plan was filed. The flight originated from Kennett, Missouri, at 1526. The pilot stated he canceled his IFR flight plan upon arrival in the vicinity of GKT and entered a right traffic pattern for landing. He completed the checklist and lowered the landing gear. He noticed the hydraulic unit stayed on and he did not have a green landing gear indication light in the cockpit. He looked outside and the nose wheel was extended, but both main landing gear were partially extended. He recycled the landing gear handle with negative results. He then attempted the emergency landing gear extension procedure several times with negative results. He contacted a mechanic over the airplane radio. He then made a fly by and they decided that he should attempt to see if the hydraulic fluid was low. The pilot initiated a climb to 3,500 feet above ground level and placed the airplane on autopilot. He went to the back of the airplane and obtained some tools and oil. He returned to the cockpit and gained access to the hydraulic fill port and poured some oil into the hydraulic fill area. He then attempted to recycle the landing gear with negative results. The airplane had about 5 gallons of fuel remaining, so he attempted some negative "G’s" with negative results. He then made a straight in approach with the nose wheel down and the main landing gear partially extended. During touchdown, the airplane veered to the left off the side of the runway and came to rest upright in a grassy area. Examination of the landing gear system revealed the landing gear down pressure hose (part number S2178-3-0144) on the nose landing gear was ruptured, which would not allow the main landing gear to fully extend and lock in the down position when the landing gear was extended with the landing gear handle or by emergency extension. Review of the Cessna Aircraft Company Series Service Manual, D20004-5-13, Revision 5, July 1, 2004, LANDING GEAR, SPECIAL INSPECTION ITEMS (19) states, "Each 1,000 hours or 5 years, inspect and replace as required, all rubber hydraulic hoses in both the retraction and brake system." The airframe and power plane mechanic with inspection authority who had been performing the inspections on the airplane for the last 3 years wrote in a statement to the NTSB investigator, "I have inspected these hoses the past 3 years they were flexible, no frying, held pressure with any leaks." There was no entry in the logbook to indicate the hydraulichoses had been replaced within the last 5 years or 1,000 hours. ## Aircraft - Registration: [N96050](https://openairdocs.org/deregistered/N96050-2014-12-23), registration cancelled 2014-12-23, S/N 210-61156 (OpenAirDocs) - Reported make and model: CESSNA 210 - Registry model: [Cessna T210L](https://openairdocs.org/model/cessna-t210l) (registry code 2073449) (OpenAirDocs) - Category: Airplane - Serial number: 210-61156 - Airframe hours: 5286 - Engines: Continental TSIO520-R95 310 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Operator: Mcmillen Michael P - Registered owner: Mcmillen Michael P - Airworthiness certificate: Standard, Normal - Last inspection: Annual, July 11, 2011, 54 hours before - Departed: KTX, Kennett, MO - Destination: GKT, Sevierville, TN - Flight plan: IFR - Airport: GKT, Gatlinburg Pigeon Forge, runway 10, 5,506 × 75 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 57; injuries: none; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 2, without waivers/limitations; last flight review June 26, 2010; seat: left; flight hours: 3,065 total, 2,009 in this make and model, 3,065 as pilot in command, 27 in the last 90 days, 12 in the last 30 days, 4 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night/bright - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 63 °F, dew point 55 °F - Altimeter: 29.96 inHg - Observed at: GKT ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20120419008379A](https://openairdocs.org/incident/20120419008379A), Apr 19, 2012: Cessna 210, Sevierville, TN, Substantial damage. Gear down pressure hose ruptured causing the main landing gear not to fully extend and lock in the down position. Pilot landed with the nose gear down and… ## Docket (9 files) The files NTSB released with the investigation on June 27, 2013, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=83467. 19.6 MB in all. - Pilot/Operator Aircraft Accident Report, NTSB Form 6120.1 (item 1, .PDF, 1.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40366964&FileExtension=.PDF&FileName=Pilot%2FOperator%20Aircraft%20Accident%20Report,%20NTSB%20Form%206120.1-Redacted.PDF - Repair Station Statement (item 2, .PDF, 123 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40366974&FileExtension=.PDF&FileName=Repair%20Station%20Statement-Redacted.PDF - Cessna 210 and T210 Parts Catalog Figure 122A (item 3, .PDF, 667 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40366892&FileExtension=.PDF&FileName=Cessna%20210%20and%20T210%20Parts%20Catalog%20Figure%20122A-Master.PDF - Cessna Aircraft Company Centurion Service Manual Revision 5 July 1 2004 (item 4, .PDF, 1.5 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40366893&FileExtension=.PDF&FileName=Cessna%20Aircraft%20Company%20Centurion%20Service%20Manual%20Revision%205%20July%201%202004-Master.PDF - Photo 1 Front view of airplane. Photo FAA (item 5, .PDF, 3.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40366965&FileExtension=.PDF&FileName=Photo%201%20Front%20view%20of%20airplane.%20Photo%20FAA-Master.PDF - Photo 2 Right side view of airplane. Photo FAA (item 6, .PDF, 3.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40366966&FileExtension=.PDF&FileName=Photo%202%20Right%20side%20view%20of%20airplane.%20Photo%20FAA-Master.PDF - Photo 3 Right rear view of airplane. Photo FAA (item 7, .PDF, 3.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40366967&FileExtension=.PDF&FileName=Photo%203%20Right%20rear%20view%20of%20airplane.%20Photo%20FAA-Master.PDF - Photo 4 View of damaged left horizontal stabilizer. Photo FAA (item 8, .PDF, 3.3 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40366968&FileExtension=.PDF&FileName=Photo%204%20View%20of%20damaged%20left%20horizontal%20stabilizer.%20Photo%20FAA-Master.PDF - Photo 5 Left rear view of airplane. Photo FAA (item 9, .PDF, 3.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=40366970&FileExtension=.PDF&FileName=Photo%205%20Left%20rear%20view%20of%20airplane.%20Photo%20FAA-Master.PDF From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.