Accident Overview
On August 19, 2017, at approximately 1310 eastern daylight time, a Cessna R182, registration N9155C, was substantially damaged during landing at Clearwater Air Park (CLW) in Clearwater, Florida. The private pilot, who was the sole occupant, was not injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from Tampa Executive Airport (VDF) in Tampa, Florida, around 1200.
Gear Malfunction
According to the pilot, the preflight inspection revealed no anomalies, and no hydraulic leaks were observed near the landing gear system. After takeoff, the landing gear selector was moved to the UP position, and the yellow gear-up indicator illuminated. While on the downwind leg of the traffic pattern, the pilot attempted to extend the landing gear. Although the gear motor was heard operating, the landing gear hung below the aircraft and did not lock. The pilot departed the pattern to assess the situation over the Gulf of Mexico. He executed the gear malfunction procedures from the pilot operating handbook, but the gear would not lock. Subsequent maneuvers to lock the gear in the down position were also unsuccessful.
After approximately one hour of attempts, the pilot returned toward the airport and requested the tower controller to visually inspect the gear. The controller could not confirm that the gear was locked down. The pilot chose to perform a gear-up landing and informed the tower. Before touchdown, the pilot leaned the fuel mixture, causing the engine to stop producing power. After landing, the pilot noted that the nose landing gear was down and locked and attempted to maintain directional control. The airplane came to rest on the runway; the pilot turned off the ignition, master switch, and fuel shutoff valve before egressing without injury.
Post-Accident Examination
An FAA inspector reported substantial damage to the left horizontal stabilizer. Examination of the hydraulic system revealed no fluid in the reservoir. The aircraft was placed on jacks and serviced with hydraulic fluid. When the landing gear lever was moved to retract, the gear did not move. The inspector observed hydraulic fluid leaking from the forward underside of the fuselage. Further inspection identified the leak at the landing gear down return line's rubber hose; a leak was noted at the sleeve of the hydraulic line.
Maintenance Findings
According to FAA records, the aircraft was manufactured in 1978 and equipped with a Lycoming O-540-J3C5D engine (235 hp). The most recent annual inspection, dated September 1, 2016, recorded a total time of 6150.9 hours. Examination of maintenance logbooks revealed no entry indicating replacement or maintenance of the landing gear down return line.
The pilot operating handbook describes the landing gear system operation: retraction or extension is initiated by moving the gear lever; the power pack pressurizes the system and actuates the gear. Limit switches control indicator lights, and the power pack continues until pressure reaches 1500 PSI, then stops. Pressure drops below 1000 PSI restart the power pack, except when the nose gear squat switch is open.
The manufacturer's service manual requires inspection for leaks and external damage every 100 hours, overhaul of the selector valve, emergency hand pump, and pressure switch every 5 years, and replacement of all rubber landing gear components, including the down return line, every 5 years.