# NTSB WPR22LA228: Cessna P210N, N4752K, Palm Springs, CA, June 4, 2022

- Type: NTSB accident investigation
- Classification: Accident · No injuries · Class 3 · Limited · Final report
- Date: June 4, 2022, 11:48 local (18:48 UTC)
- Place: Palm Springs, CA
- Coordinates: 33.829667, -116.50669 (estimated)
- Nearby events: https://openairdocs.org/map.md?lat=33.8297&lon=-116.5067&mi=10
- Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping)
- Defining event: [Landing-flare/touchdown: Landing gear collapse](https://openairdocs.org/ntsb-events/094)
- Highest injury: No injuries
- Injuries: 1 uninjured
- Status: Completed
- Report: Approved by Office Director
- Investigation class: Class 3
- NTSB office: Western Pacific Region
- Parties: FAA FSDO
- NTSB case key (mKey): 105352
- NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=WPR22LA228
- NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/105352/pdf
- NTSB docket: https://data.ntsb.gov/Docket?ProjectID=105352
- Page: https://openairdocs.org/ntsb/WPR22LA228

## Probable cause

The failure of the pilot to ensure the landing gear was down and locked before landing.

## Findings

NTSB's coded findings; those marked are part of the probable cause.

- [Use of equip/info: use of checklist](https://openairdocs.org/ntsb-findings/02063030): Personnel issues › Task performance · Pilot (probable cause); cases with it: [Cessna P210N, 7 cases](https://openairdocs.org/ntsb-findings/02063030/cases.md?model=2073454), [All aircraft, 336 cases](https://openairdocs.org/ntsb-findings/02063030/cases.md)
- [Attention/monitoring: monitoring equip/instruments](https://openairdocs.org/ntsb-findings/02021525): Personnel issues › Psychological · Pilot (probable cause); cases with it: [Cessna P210N, 2 cases](https://openairdocs.org/ntsb-findings/02021525/cases.md?model=2073454), [All aircraft, 142 cases](https://openairdocs.org/ntsb-findings/02021525/cases.md)
- [Action: delayed action](https://openairdocs.org/ntsb-findings/02041025): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Cessna P210N, 3 cases](https://openairdocs.org/ntsb-findings/02041025/cases.md?model=2073454), [All aircraft, 894 cases](https://openairdocs.org/ntsb-findings/02041025/cases.md)
- [Landing gear system](https://openairdocs.org/ntsb-findings/01023200): Aircraft › Aircraft systems · Incorrect use/operation (probable cause); cases with it: [Cessna P210N, 2 cases](https://openairdocs.org/ntsb-findings/01023200/cases.md?model=2073454), [All aircraft, 113 cases](https://openairdocs.org/ntsb-findings/01023200/cases.md)

## Sequence of events

The events NTSB coded, in order, by phase of flight. The defining event best describes what happened.

- [Landing-flare/touchdown: Landing gear collapse](https://openairdocs.org/ntsb-events/094) (defining event); cases with it: [Cessna P210N, 21 cases](https://openairdocs.org/ntsb-events/094/sequence.md?model=2073454), [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 P210N, 12 cases](https://openairdocs.org/ntsb-events/300/sequence.md?model=2073454), [All aircraft, 3,643 cases](https://openairdocs.org/ntsb-events/300/sequence.md)

## Analysis

During the approach, the pilot stated that he extended the landing gear and he received a down-and-locked green light indication. He also stated that he visually verified that the landing gear was extended. The touchdown was normal, but firm, and shortly thereafter, the main landing gear collapsed. The airplane veered off the runway about midfield and came to rest in the area between the taxiway and runway. A postaccident examination of the airplane’s landing gear system revealed no anomalies that would have prevented normal operation of the landing gear. With the airplane on jacks, several cycles of the landing gear were accomplished and the landing gear warning horn audio and indicator lights operated properly. Additionally, the landing gear circuit breakers remained closed during the examination and the hydraulic system fluid level was full. According to witnesses, who were working on the airport ramp, the nose gear appeared to be down and locked but the main landing gear was only partially extended for the approach and landing. It is likely that the pilot did not position the landing gear to the down position in a timely manner and it was not yet in the fully extended position when the airplane touched down. The results from the airplane examination, witnesses’ observations, and the outer edge markings on the main tires, were all consistent with the main landing gear not being fully extended and locked during landing.

## Factual narrative

On June 4, 2022, about 1148 Pacific daylight time, a Cessna P210N, airplane, N4752K, was substantially damaged when it was involved in an accident near Palm Springs, California. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot stated that during the approach he extended the landing gear and had a down-and-locked green light indication. He also stated that he visually verified that the landing gear was extended. The touchdown was normal, but firm, and shortly thereafter, the main landing gear collapsed. The airplane veered off the runway about midfield and came to rest in the area between the taxiway and runway. A postaccident examination of the airplane’s landing gear system revealed no anomalies. The airplane was placed on jacks for a gear swing and the landing gear was cycled to the retracted and extended position several times. The landing gear cycled appropriately during each cycle. During the extension, when all the landing gear locked into place, the warning horn audio terminated, and the landing gear down-and-locked light illuminated. During the retraction, the landing gear up-and-locked light illuminated appropriately. The landing gear and landing gear pump circuit breakers remained closed during the examination. The hydraulic system fluid indicated full, and the fluid was new. Additionally, during the gear extension the nose gear was observed to lock into place first, and the main landing gear would extend, pivot, and then lock into place. The process to get the main landing gear fully extended and locked took several seconds. During the extension, it was noted that the main landing gear tires would be pivoted outward during the extension and then move into place to lock. Until the main landing gear was extended and locked into place, any contact with the surface would contact the outer edge of the tire. Therefore, the main tires were examined, and contact markings were observed on the outer edge of both main tires. According to witnesses, who were working on the airport ramp, the the nose gear appeared down and locked but the main landing gear was only partially extended for the approach and landing, consistent with the main landing gear in transit for extension and not down and locked. The airplane’s flight manual states that “normal landing gear extension time is approximately 6 seconds.” The manual also describes the landing gear position indicator lights. “Two position indicator lights, mounted adjacent to the landing gear lever, indicate that the gear is either up or down and locked…The gear-down indicator light (green).” The other indicator light is amber and is the gear-up indication light. Further, “The airplane is equipped with a landing gear warning system designed to prevent the pilot from inadvertently making a wheels-up landing.” “When the throttle is retarded below approximately 15 inches of manifold pressure (master switch on), the throttlelinkage will actuate a switch which is electrically connected to the gear warning portion of a dual warning unit. If the landing gear is retracted (or not down and locked), an intermittent tone will be heard on the airplane speaker.”

## Aircraft

- Registration: [N4752K](https://openairdocs.org/aircraft/N4752K), registered now, S/N P21000283, built 1979 (OpenAirDocs)
- Reported make and model: CESSNA P210N
- Registry model: [Cessna P210N](https://openairdocs.org/model/cessna-p210n) (registry code 2073454) (OpenAirDocs)
- Registry engine: [Continental TSIO-520 series](https://openairdocs.org/engine/continental-tsio-520-series) (registry code 17040, reciprocating) (OpenAirDocs)
- Category: Airplane
- Serial number: P21000283
- Year built: 1979
- Airframe hours: 4200
- Engines: CONT MOTOR TSIO-520 SER 300 horsepower reciprocating
- Damage: Substantial damage
- Flight: Personal, Part 91
- Airworthiness certificate: Standard, Normal
- Last inspection: Annual, November 11, 2021
- Departed: GJT, Grand Junction, CO
- Destination: Same as departure
- Flight plan: VFR
- Airport: PSP, Palm Springs Intl, runway 31R, 4,952 × 75 ft, asphalt
- Equipment: Onboard weather, Stall warning system, ADS-B, Electronic primary flight display, Auto-pilot

## Flight crew

As NTSB recorded them. NTSB leaves out names.

- Pilot; age 72; injuries: none; private; airplane ratings: single-engine land; instrument ratings: airplane; medical: class 3, with waivers/limitations; last flight review February 6, 2022; seat: left; flight hours: 2,650 total, 2,450 in this make and model, 2,580 as pilot in command, 12 in the last 90 days, 6 in the last 30 days

## Weather

- Conditions: Visual (VMC), Day
- Visibility: 10 statute miles
- Lowest ceiling: none
- Temperature: 93 °F, dew point 45 °F
- Altimeter: 29.77 inHg
- Observed at: KPSP
- METAR: METAR KPSP 041853Z VRB03KT 10SM CLR 34/07 A2977 RMK AO2 SLP078 T03390067

## 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 20220604006929A](https://openairdocs.org/incident/20220604006929A), Jun 4, 2022: Cessna P210N, Palm Springs, CA, Substantial damage. On June 04, 2022, at approximately 1148 PST time, N4752K landed on runway 31 right at Palm Springs airport with the gear up. Crews responded and eventually…

## Docket (5 files)

The files NTSB released with the investigation on April 10, 2024, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=105352. 3.4 MB in all.

- Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 11 pages, 2.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14868074&FileExtension=pdf&FileName=NTSB%206120%20Final_Redacted-Rel.pdf
- Record of conversation - witnesses (item 2, PDF, 2 pages, 120 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14867754&FileExtension=pdf&FileName=Record%20of%20Conversation%20WPR22LA228%20Final-Rel.pdf
- Landing gear examination summary (item 3, PDF, 4 pages, 496 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14868193&FileExtension=pdf&FileName=WPR22LA228%20Landing%20Gear%20Examination%20Summary-Rel.pdf
- Poh-afm excerpts (item 4, PDF, 3 pages, 653 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14868514&FileExtension=pdf&FileName=POH-AFM%20Excerpts-Rel.pdf
- Release of aircraft wreckage, NTSB form 6120.15 (item 5, PDF, 1 page, 90 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=14867744&FileExtension=pdf&FileName=2022%20Retention-Release-of-Wreckage-Form%20(1)%20FInal%201_Redacted-Rel.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.

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