Accident Overview
On September 5, 2013, about 1130 eastern daylight time, a Cessna 210J (registration N210WS) was substantially damaged during landing at Page Field Airport (FMY), Fort Myers, Florida. The private pilot, the sole occupant, was not injured. The flight was conducted under 14 CFR Part 91 in visual meteorological conditions. No flight plan was filed. The flight departed Opa-Locka Executive Airport (OPF), Miami, Florida, about 1100.
Pilot's Account
The pilot stated that after takeoff from OPF, the landing gear would not lock on the first retraction attempt; the amber light did not illuminate, and he had to recycle the gear handle to retract and lock the gear. The remainder of the flight to FMY was "uneventful."
During final approach to runway 5, the pilot configured the airplane for landing with a notch of flaps and placed the landing gear handle down. He reported feeling a "clunk" as the gear locked, set elevator trim, and adjusted for a right crosswind. He looked out the window and at the right wing mirror, confirming the gear appeared down. He also stated the green "LOCKED" light "appeared" illuminated.
Upon touchdown, the airplane "took flight again." The pilot leveled the attitude and held steady. The stall warning horn sounded, the tail lowered, and the airplane "took flight again." The airplane then settled onto the tarmac and exited the left side of the runway.
Witness Observation
A witness observed the airplane during landing and reported that the main landing gear was trailing aft upon landing. The nose landing gear was down and locked, and the airplane was "being cushioned by the partially extended main landing gear tires." The airplane slid down the runway until it exited into the dirt. The witness asked the pilot if he looked out his left window to visually inspect the left main gear; the pilot said no one had shown him that.
Aircraft Examination
A Federal Aviation Administration (FAA) inspector examined the airplane and noted substantial damage to the right wing, aileron, horizontal stabilizer, and elevator. The left main landing gear hydraulic down lock was not in the locked position.
Pilot Information
The 41-year-old pilot held a private pilot certificate with a single-engine land rating, issued August 31, 2004. Logbooks indicated 772 total flight hours, with 301 hours in the same make/model. A third-class medical was issued April 3, 2013, with no restrictions.
Weather Conditions
The 1142 recorded weather at FMY: wind 120 degrees at 7 knots, visibility 10 statute miles, few clouds at 1,900 feet, temperature 28°C, dew point 26°C, altimeter 30.08 inches of mercury.
Aircraft Details
The 6-seat, high-wing, retractable-gear airplane (serial number 21059135) was manufactured in 1969. The most recent annual inspection was completed April 1, 2013, at an airframe total time of 6,066.4 hours. The accident hour meter read 6,081 hours. It was powered by a Continental IO-520-F, 290-hp engine with 3,583 total hours, 1,249 hours since overhaul, and 11 hours since its most recent inspection. The McCauley E-01, three-bladed, controllable-pitch propeller had 546.7 hours total time since new.
Maintenance History
During the April 2013 annual inspection, hydraulic fluid was added, and a hydraulic filter and hose fitting were replaced. A landing gear inspection with normal and emergency extension operations was also completed by the maintenance facility in Orlando, Florida.
According to a written statement by the pilot, the airplane experienced landing gear problems prior to the April 2013 inspection, and he perceived that those problems ceased after the maintenance.
Post-Accident Examination
Further examination of the landing gear system by an FAA inspector at a maintenance facility revealed normal hydraulic fluid level, but about one pint was needed to completely service it. The down locks and main landing gear linkages were void of lubrication, would not move freely, and were covered with rust. The maintenance facility stated the gear would only fully extend and lock two or three times out of 10 attempts, and the green down-and-locked light would illuminate with the gear unlocked. The mechanic's list of discrepancies is in the public docket.