Event Summary
On May 16, 2016, at about 1106 eastern daylight time, a Cessna R182, registered as N9077C, sustained substantial damage when the main landing gear collapsed during a precautionary landing at Lake City Gateway Airport (LCQ) in Lake City, Florida. The private pilot was not injured. The airplane was registered to and operated by a private company. A visual flight rules flight plan was filed for the flight, which originated from Punta Gorda Airport (PGD) in Punta Gorda, Florida, about 0945, and was destined for DeKalb-Peachtree Airport (PDK) in Chamblee, Georgia. Visual meteorological conditions prevailed for the personal flight conducted under 14 Code of Federal Regulations Part 91.
Flight Details
The pilot stated that about one hour into the flight, the entire instrument panel began flickering and then went completely dead. He checked all circuit breakers and reset the avionics master switch but was unable to restore electrical power. Before losing all power, the pilot informed air traffic control of the electrical failure and indicated he would make a precautionary landing at LCQ. He then reduced speed and extended the landing gear via the landing gear extension handle. The pilot reported that when he visually checked the left main gear (pilot side), it appeared to be down and locked, but he could not verify because the gear down-and-locked light was not working due to the loss of electrical power.
Upon arrival at LCQ, the control tower used light gun signals to instruct him to fly by the tower, after which they cleared him to land with a solid green light signal. When the airplane touched down, the main landing gear collapsed, and the nose gear remained extended. This resulted in substantial damage to the right horizontal stabilizer. Several antennas and the right wingtip were also damaged.
Landing Gear System
According to the Cessna R182 Pilot Operating Handbook (POH), the landing gear extension, retraction, and main gear down and lock operation is accomplished by hydraulic actuators powered by an electrically driven hydraulic power pack. Power pack operation is started and stopped by a pressure switch, and hydraulic pressure is directed by the landing gear lever. Once the lever is moved to the up or down position, it directs hydraulic pressure to move the gear to the selected position. Two position indicator lights are provided: a green light indicates the gear is down and locked, and an amber light indicates the gear is up or retracted. The POH also states that during a normal cycle, the gear retracts or extends and locks, limit switches close, and the indicator lights come on. After indicator light illumination, the power pack continues to run until the fluid pressure reaches 1500 PSI, opening the pressure switch and turning the power pack off. A normal operating pressure of 1000 PSI to 1500 PSI is automatically maintained in the landing gear system, providing positive up pressure on the main landing gear. The nose gear incorporates an over-center mechanical linkage which provides positive mechanical up and down locks. If electrical power was interrupted at any point prior to or during the extension cycle, the hydraulic power pack would have been unable to maintain sufficient pressure to fully extend the landing gear.
Emergency Procedures
A review of the airplane's POH Emergency Procedures, page 3-9, "Landing Without Positive Indication of Gear Locking" stated: 1. Before Landing Check - COMPLETE. 2. Approach - NORMAL (full flap). 3. Landing Gear and Gear Pump Circuit Breakers - IN. 4. Landing - TAIL LOW as smoothly as possible. 5. Braking - MINIMUM necessary. 6. Taxi - SLOWLY. 7. Engine - SHUTDOWN before inspecting gear.
The pilot stated that he followed this checklist prior to landing, in addition to visually checking the landing gear. Though the airplane was equipped with an emergency landing gear extension handle, this checklist did not call for its use. The POH only instructed the pilot to use the emergency landing gear extension handle when the landing gear failed to extend. A review of the emergency checklist procedures for Electrical Power Supply System Malfunctions also did not mention using the emergency hand pump to extend the landing gear in the event of a complete electrical failure.
Postaccident Examination
A postaccident examination of the airplane by a mechanic revealed the main electrical contactor was installed correctly but was burned and had shorted out internally. The part was original to the airplane and had accrued about 3,235 total hours of operation.
Pilot Information
The pilot held a private pilot certificate with a rating for airplane single-engine land. He reported a total of 369 hours of flight experience, of which 272 hours were in a Cessna R182.
Weather
Weather reported at the airport around the time of the accident was clear skies, visibility 10 miles, and light winds.