SEA95LA003

The pilot stated that he verified that the landing gear was down and locked during the approach to landing by observing the cockpit light. During touchdown, the main landing gear collapsed. An examination of the wreckage revealed that the nose landing gear was in the down and locked position, and the main landing gear were not. The landing gear was functionally tested after the accident and no pre-impact abnormalities were found which would have precluded a successful landing gear down lock engagement with the associated cockpit light indication.

On October 7, 1994, about 1200 hours Pacific daylight time, N75DA, a Cessna T210N, operated by the owner/pilot, was substantially damaged during landing in Bend, Oregon. The private pilot, the sole occupant, was not injured. Visual meteorological conditions prevailed and a flight plan had been filed. The airplane departed from Hillsboro, Oregon, at 1050 and was destined for Bend. The personal flight was conducted under 14 CFR 91.

According to the pilot, during the approach to runway 16 at the Bend Municipal Airport:

I lowered the [landing] gear handle, saw the [gear down and locked] light...final approach was normal at 75 to 80 knots and I reached touchdown about 58 to 60 knots.... The left gear touched but I couldn't feel the right main gear. I attempted to increase power but was too slow and the left tire slowly turned the airplane 180 [degrees] to the left which dropped the right wing tip and tail to the pavement. The 210 stopped quickly with the nose gear down and locked. I climbed out my left door and the left main gear was extended only 6 to 8 inches -- the right was in the wheel well.

According to an FAA Aviation Safety Inspector from Hillsboro, the right horizontal stabilizer was substantially damaged in the accident. The inspector examined the wreckage and reported the following:

An inspection of the airworthiness condition of the landing gear system disclosed that the electrical portion of the hydraulic power pack tripped the circuit breaker on the first two gear cycles [during a functional test after the accident]. Further operation of the gear functioned normally. The electrical load on/by the power pack directed repair/replacement. The evidence and findings associated with this accident are insufficient to isolate a finding to either [airworthiness] or [airmen competency].