ERA16LA318

During an instructional flight in a retractable landing gear airplane, the flight instructor and pilot under instruction performed multiple landings uneventfully. As the airplane entered the downwind traffic pattern, the pilot under instruction lowered the landing gear; both pilots confirmed that the landing gear was in the down and locked position. During landing, the airplane initially touched down in a 5-knot right crosswind and then momentarily lifted off; as it did so, the landing gear warning horn sounded. The flight instructor then took the controls and set the airplane down on the right main landing gear. As the airplane decelerated, the nosewheel touched down and a right yaw developed, the left wing settled onto the runway, and the airplane slid to a stop. The airframe incurred substantial damage during the landing. Postaccident examination and functional testing of the landing gear did not reveal any evidence of preimpact mechanical malfunctions or failures that would have precluded normal operation, although the testing was limited in scope due to damage incurred to the nose landing gear during the accident. Thus, the reason for the landing gear collapse could not be determined.

On September 16, 2016, at 1105 eastern daylight time, a Cessna P210, N224MH, operated by Ridge View Air, was substantially damaged following collapse of the main landing gear during landing at Lancaster Airport (LNS), Lancaster, Pennsylvania. The flight instructor and pilot receiving instruction were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the instructional flight, which was conducted under the provisions of 14 Code of Federal Regulations Part 91. The flight departed Chester County G O Carlson Airport (MQS), Coatesville, Pennsylvania, about 1045. According to the flight instructor, the purpose of the flight was to conduct a training session for the pilot under instruction, who was pursuing high-performance and complex airplane endorsements. The first flight leg originated from LNS, and flew to MQS, where six uneventful full-stop landings were performed which included exercising the landing gear. The second and final leg of the flight was the return to LNS. Upon arrival, the pilot receiving instruction lowered the landing gear as the airplane entered a downwind traffic pattern leg for runway 08. Subsequently, both pilots twice confirmed the landing gear was in the down and locked position. During landing, the airplane initially touched down and then momentarily lifted off, and as it did so, the landing gear warning horn sounded. The flight instructor then took the controls and set the airplane down on the right main landing gear. As the airplane decelerated, the nose wheel touched down and a right yaw developed, the left wing settled onto the runway, and the airplane slid to a stop. Examination of the accident scene by a Federal Aviation Administration (FAA) inspector revealed that the airplane came to rest upright on the right side of the runway oriented on heading of about 230 degrees magnetic. The airplane was resting on the left wingtip, fuselage, and nose wheel. Both main landing gear were collapsed and near their respective "up" positions, while the nose gear was in the down position and canted toward the right. A set of two tire marks about 350 feet long was found on the runway extending west from the airplane toward the approach end of the runway. A third tire mark extended about 150 feet west from the location of the nose wheel. The left horizontal stabilizer, left elevator, and left aileron were substantially damaged. The airplane was examined again by FAA inspectors following its recovery to a hangar. The examination revealed that the right main landing gear lock mechanism was engaged, while the left main landing gear lock mechanism was disengaged. The airplane was then jacked and balanced such that all three landing gear were off the ground. The right main landing gear was manually unlocked, and hydraulic and electrical power applied to the airplane. As power was applied the gear unsafe horn sounded. The landing gear lever was moved to the extend position, and both main landing gearmoved to the down and locked position. The main landing rear locks were manually released, and the procedure repeated two additional times, with the same results. The landing gear was not retracted during the test, due to the damage to the nose wheel assembly. The landing gear indicating system, unsafe warning horn, operating lever and main landing gear lock system all functioned properly. The hydraulic reservoir level was about 1/16 inch above the "add" line. The examination and tests did not reveal any preimpact mechanical malfunctions. Review of maintenance records revealed that the airplane's most recent annual inspection occurred on December 4, 2015, at which time the airplane had accrued a total of 3,772 hours. The recorded wind at LNS, at 1109, was from 160° at 5 knots.