Accident Overview
On April 11, 2024, about 1345 Pacific daylight time, a Cessna P210N, registration N806RC, was substantially damaged during a landing accident near Auburn, Washington. The pilot was not injured. The flight was conducted under Title 14 Code of Federal Regulations Part 91 as a personal flight.
Flight Details
The pilot reported that the airplane had recently undergone an annual inspection. The purpose of the flight was to practice maneuvers and perform system checks in the local practice area. After arriving in the practice area, the pilot lowered the landing gear, but the landing gear position indicator lights did not illuminate. He heard the hydraulic pump operating continuously and attempted to cycle the landing gear a second time. Using wing-mounted mirrors, the pilot could see all three tires and the gear appeared to be lowered, but the gear down-and-locked light remained off. Following several unsuccessful attempts to cycle the landing gear, he used the emergency landing gear extension procedure. While operating the emergency hand pump, he felt marginal resistance and noted that the landing gear did not extend.
Low Approach and Landing
After additional troubleshooting, the pilot conducted a low approach over the Auburn Municipal Airport (S50). The pilot's mechanic, located on the airport, observed the low approach and reported that the landing gear looked like it was down. During the landing roll on runway 34, the right main landing gear collapsed, causing the airplane to veer to the right side of the runway and strike a runway sign and a light.
Postaccident Examination
Postaccident examination revealed substantial damage to the right horizontal stabilizer and elevator. The airplane was stabilized using floor jacks and a tail stand. The seats, interior, and fuselage inspection panels were removed. The emergency hand pump was extended and pumped. Red liquid consistent with hydraulic fluid was observed coming from the left main landing gear actuator. The left main landing gear actuator was removed, and a crack about 3½ inches long was observed on the actuator housing.
Laboratory Examination
The left landing gear actuator was sent to the National Transportation Safety Board Materials Laboratory in Washington, DC, for examination. The fracture surface exhibited characteristics consistent with an overstress fracture. A review of the airplane's maintenance records could not determine the age of the landing gear actuator or if recent maintenance had been performed on it.
Hydraulic Power Pack Test
A subsequent functional test and examination of the hydraulic power pack revealed no anomalies that would have precluded normal operation.
Probable Cause
Not determined from the available information.