History of Flight
On February 18, 2010, at 0930 Pacific standard time, a Cessna 210L (registration N777FW) landed at Aurora State Airport, Aurora, Oregon, and the right main landing gear collapsed. The commercial pilot was operating under 14 CFR Part 91. The pilot and five passengers were not injured; the airplane sustained substantial damage. Visual meteorological conditions prevailed, and no flight plan was filed.
The pilot had departed Aurora at 0925. He reported arriving before his passengers because the airplane had not been flown for 35 days. After a pre-flight inspection, he started the engine and taxied for fuel; the landing gear position light appeared normal. After passengers boarded, he started the engine but could not recall any audible gear pump noise due to passenger noise. Following takeoff, the pilot raised the landing gear selector and immediately noticed no change in airplane performance. The landing gear position light was not illuminated. Looking out the window, he saw the left main landing gear still down. He cycled the selector several times without response and decided to return to the airport.
The pilot indicated that although he did not have a green light confirming gear down-and-locked, he assumed they were down because he could see them. He did not attempt manual gear extension. During landing, the right main landing gear collapsed, bending the right elevator and stabilizer.
Aircraft Information
The airplane, serial number 21060167, was manufactured in 1974. Its last annual inspection was completed on April 8, 2009, at a total airframe time of 13,762 hours. According to the maintenance manual, the landing gear is hydraulically operated and retractable. The hydraulic power system includes a self-contained hydro-electric pack, hand pump, gear select switch, and circuit breaker.
Tests and Research
A Federal Aviation Administration inspector examined the landing gear system. With the airplane on the ground and weight on the gear, applying electrical power illuminated the green annunciator light; the amber gear-up light did not. The amber light illuminated when the press-to-test was activated.
The airplane was then placed on jacks for operational testing of the landing gear and emergency extension systems. Through ten retraction/extension tests, the hydraulic pump and gear operation were normal. The manual gear extension/emergency system functioned normally, with all three gear extending into the down-and-locked position each time. Additional tests of the position indicating system showed that with one gear unlocked, neither light illuminated—indicating the gear was in transition. The pilot reported that he believed a yellow light would indicate gear unlocked.
Probable Cause
Not determined.