# NTSB FTW02TA051: Cessna T210K, N8299M, San Antonio, TX, December 11, 2001 - Type: NTSB accident investigation - Classification: Accident · No injuries · Final report - Date: December 10, 2001, 18:22 local (Dec 11, 2001, 00:22 UTC) - Place: San Antonio, TX - Coordinates: 29.539525, -98.490631 (estimated) - Nearby events: https://openairdocs.org/map.md?lat=29.5395&lon=-98.4906&mi=10 - Phase of flight: [Approach](https://openairdocs.org/ntsb-phases/500) (OpenAirDocs' grouping) - Highest injury: No injuries - Injuries: 2 uninjured - Status: Completed, report April 1, 2003 - Report: Approved by Office Director - Parties: FAA FSDO - NTSB case key (mKey): 53897 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=FTW02TA051 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/53897/pdf - Page: https://openairdocs.org/ntsb/FTW02TA051 ## Probable cause the failure of the right main landing gear downlock mechanism to engage for reasons undetermined. ## Sequence of events In NTSB's coding before 2008 (https://www.ntsb.gov/GILS/Documents/codman.pdf). - Airframe/component/system failure/malfunction, approach - landing gear,gear locking mechanism - not engaged - Main gear collapsed, landing - roll - On ground/water encounter with terrain/water, landing - roll - terrain condition - ground ## Analysis During the approach to land, the pilot lowered the landing gear; however, the landing gear did not lock into position, and the gear safe indication did not illuminate. After recycling the landing gear several times and performing emergency procedures, the pilot still did not receive a down and locked indication. The pilot executed a low approach over the airport, and rescue personnel reported that all three gear appeared to be fully extended. While landing on the runway, the right main landing gear collapsed. During the aircraft recovery, the right main landing gear never locked into position, and a mechanic manually pulled the right downlock overcenter mechanism to the full lock position with resistance on the downlock. During an inspection by the operator, the landing gear system was cycled approximately 5 to 8 cycles, and the system functioned properly through all cycles. ## Factual narrative On December 10, 2001, at 1822 central standard time, a Cessna T210K single-engine airplane, N8299M, was substantially damaged after the right main landing gear collapsed during the landing roll at the San Antonio International Airport (SAT), San Antonio, Texas. The commercial pilot and his passenger were not injured. The airplane was registered to Tejas Aviation Management, Fort Worth, Texas, and operated by the Drug Enforcement Administration, Conroe, Texas. Visual meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 flight. The flight departed SAT at 1450, and was terminating at the time of the accident. On the NTSB Pilot/Operator Aircraft Accident Report (NTSB Form 6120.1/2), the pilot reported that after completing the assigned mission, he received radar vectors from San Antonio Approach Control to enter a right base for runway 12R. Once established on an extended final approach, the pilot attempted to lower the landing gear, and the landing gear extended. However, the down and locked (green) annunciator light, confirming the landing gear has extended and locked into position, had not illuminated. While performing a low approach over the runway, the pilot requested a visual check from the air traffic control tower. The tower controllers could not confirm the landing gear was extended and locked. The pilot then requested to remain in the traffic pattern to troubleshoot the problem. After cycling the landing gear several times, the pilot still did not receive a down and locked indication. The tower requested the pilot cross over the airport to enter a left downwind for runway 12L, and execute a low pass over the rescue vehicles for another visual check. The pilot cycled the landing gear again at a higher engine RPM setting, and the landing gear "was observed to fully and forcefully extend." Rescue personnel reported that all three gear appeared to be extended. The pilot then executed a landing to runway 12L, which was 5,519 feet in length, 100 feet in width, and had an asphalt surface. During the landing rollout, approximately 200 to 300 feet after touchdown, the airplane began to rapidly veer to the right. The pilot attempted to keep the airplane on the runway, however, after applying the left brake, the aircraft veered to the left, spun 180 degrees, and came to rest 20 feet off the left edge of the runway. According to an FAA inspector, who responded to the accident site, the right horizontal stabilizer spar and elevator were buckled. In a telephone interview, conducted by an FAA inspector, an aircraft mechanic, who was on scene during the airplane recovery, reported that when he first saw the airplane, the right main landing gear was in the up and locked position. The aircraft was lifted by a crane, and the mechanic unlocked the right main gear, via the left wheel well, by releasing the uplock. After unlocking the right landing gear, it dropped and dangled. The mechanic aburptly pushed the landing gear strut forward; however, it never locked into position. The landing gear was held into the full forward position, the aircraft was lowered, and the gear remained in the extended position under the weight of the airplane. The mechanic stated that he manually pulled the right downlock overcenter mechanism to the full lock position with resistance on the downlock. The aircraft was recovered and inspected by the operator. During the inspection, the landing gear system (with the nose gear isolated due to damage) was cycled approximately 5 to 8 cycles, and the system functioned properly through all cycles. The operator sent the engine-driven hydraulic pump to the manufacturer for test and examination. No anomalies were noted with the inspection and testing of the pump in accordance during manufacturer specifications. According to the operator, the aircraft underwent its last annual inspection on November 19, 2001, and had accumulated 8.9 hours since the inspection, at the time of the accident. During the annual inspection, the main landing gear actuators were replaced with new actuators, in accordance with Cessna Service Bulletin SEB 01-2. ## Aircraft - Registration: [N8299M](https://openairdocs.org/deregistered/N8299M-2006-06-19), registration cancelled 2006-06-19, S/N 21059299 (OpenAirDocs) - Reported make and model: Cessna T210K - Registry model: [Cessna T210K](https://openairdocs.org/model/cessna-t210k) (registry code 2073447) (OpenAirDocs) - Category: Airplane - Serial number: 21059299 - Engines: Continental TSIO-520-H 285 horsepower reciprocating - Damage: Substantial damage - Flight: Business, Part 91 - Operator: Drug Enforcement Administration - Registered owner: Tejas Aviation Management - Airworthiness certificate: Standard, Normal - Departed: SAT, San Antonio, TX - Destination: SAT - Airport: SAT, San Antonio Intl, runway 12L, 5,519 × 100 ft, asphalt ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 43; injuries: none; commercial; airplane ratings: single-engine land, multi-engine land; instrument ratings: airplane; medical: class 2, valid medical--no waivers/lim.; last flight review October 3, 2001; seat: left; flight hours: 1,697 total, 481 in this make and model, 1,354 as pilot in command, 36 in the last 90 days, 13 in the last 30 days, 3 in the last 24 hours ## Weather - Conditions: Visual (VMC), Day - Wind: 110° at 3 knots - Visibility: 10 statute miles - Lowest ceiling: 25,000 ft broken - Temperature: 52 °F, dew point 34 °F - Altimeter: 30.05 inHg - Observed at: SAT ## 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 20011210035209A](https://openairdocs.org/incident/20011210035209A), Dec 10, 2001: Cessna T210K, San Antonio, TX, No damage. (-23) On December 10, 2001, at 6:23 pm. PIC tom j. desantis was operating a Cessna 210, N8299M and was cleared for landing on runway 12L at the sat airport… 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.