The National Transportation Safety Board did not travel to the scene of this accident.
Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Renton, Washington
Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
http://registry.faa.gov/N6582P
Location: Mount Vernon, WA
Accident Number: WPR18LA022
Date & Time: 10/28/2017, 1250 PDT
Registration: N6582P
Aircraft: CESSNA P210N
Aircraft Damage: Substantial
Defining Event: Landing gear collapse
Injuries: 3 None
Flight Conducted Under: Part 91: General Aviation - Personal
On October 28, 2017, about 1250 Pacific daylight time, a Cessna P210N airplane, N6582P, was substantially damaged following a collapse of its right main landing gear at Skagit Regional Airport (BVS), Burlington, Washington. The commercial pilot and two passengers were not injured. The airplane was registered to Insurance Solutions, Inc. and operated by the pilot under the provision of Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and no flight plan was filed for the flight, which departed Snohomish County Airport (PAE), Everett, Washington at 1150.
According to the pilot, after an uneventful flight, he began a descent for a straight in approach to land on runway 29 and deployed the landing gear about 8 nautical miles from the airport. He verified that the landing gear down indicator light had illuminated and then observed the landing gear in the down position through a mirror mounted to the radar on the right wing. The pilot subsequently checked the gear position again when the airplane was about 4 nm from the airport and then configured the airplane for a normal landing with 10° of wing flaps. Moments before the airplane touched down, the pilot deployed 30° of wing flaps. The airplane touched down normally and transitioned into a landing roll; however, the right main landing gear collapsed, which the pilot perceived as a loss of tire pressure to the right main landing gear wheel. He subsequently retarded the mixture control to the full lean position and shut off the engine while he steered the airplane until it came to rest in a grass area to the right of the runway.
Photographs of the accident airplane furnished by the Federal Aviation Administration inspectors showed substantial damage to the right aileron and right elevator.
The 6 seat, high-wing, retractable gear airplane was manufactured in 1978 and had been registered to the accident pilot since August 8, 2016. At the time of the accident, the airplane had accumulated a total of 3 flight hours since the airplane's most recent annual inspection, which was completed on October 9, 2017 at a recorded airframe total time of 4,342 flight hours. The logbook entry showed that the right main landing gear saddle screws were tightened, but did not indicate that a landing gear swing was accomplished. The pilot did not recall experiencing any landing gear problems before the accident flight nor had the previous owner, who owned the airplane from 1999 to 2016, disclose any landing gear anomalies to him at the time of purchase.
The airplane's main landing gear system was hydraulically powered with electrical circuits to control and indicate landing gear position. During normal operation, gear selection is accomplished by moving a gear selector handle located in the switch panel. Once the landing gear position is selected, hydraulic fluid is supplied to the main landing gear actuators by an electrically-powered power pack assembly, which then drives the main landing gear into the desired position.
A representative of the airframe manufacturer reported that the landing gear deployment system uses a down lock hook that locks the landing gear in the deployed position, but added that the hook needs to be over center to remain locked. The over center must be rigged periodically, which can be accomplished with a special down lock tool, as the hook can wear out over numerous cycles or when the system is not rigged properly. However, this cannot be completed if the down lock hook is out of tolerance. According to an excerpt from the airplane service manual, proper rigging of the downlock should be verified every 200 flight hours.
The airframe and powerplant mechanic that recovered the airplane reported that he was unable to force the right main landing gear to free fall after the accident from its retracted position. A subsequent examination of the landing gear system was performed by the same mechanic with oversight from a representative of the Federal Aviation Administration. The examination team removed the fuselage floor panels and completed two full landing gear retractions and extensions, but were unable to replicate the landing gear failure. During both extensions, the landing gear downlock tube seated within the saddle as designed and the landing gear instrument panel indicator showed the landing gear in the down and locked position. The right main landing gear down lock hook appeared worn when compared to the left main landing gear hook.
The right landing gear up lock rigging was tested at a later date and indicated that the down lock hook over center exceeded the prescribed maximum tolerance when compared to the left main landing gear using a tool specifically designed to verify the over center position of the down lock hook.
Pilot Information
Certificate: Commercial
Age: 62, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 11/07/2016
Occupational Pilot: Yes
Last Flight Review or Equivalent: 10/04/2017
Flight Time: 1588 hours (Total, all aircraft), 35 hours (Total, this make and model), 1500 hours (Pilot In Command, all aircraft), 3 hours (Last 90 days, all aircraft), 3 hours (Last 30 days, all aircraft)
Aircraft and Owner/Operator Information
Aircraft Make: CESSNA
Registration: N6582P
Model/Series: P210N N
Aircraft Category: Airplane
Year of Manufacture: 1978
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: P21000191
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 10/09/2017, Annual
Certified Max Gross Wt.: 4001 lbs
Time Since Last Inspection: 3 Hours
Engines: 1 Reciprocating
Airframe Total Time: 4342.25 Hours as of last inspection
Engine Manufacturer: Continental
ELT: Installed, not activated
Engine Model/Series: TSIO-510-P5B
Registered Owner: INSURANCE SOLUTIONS INC
Rated Power: 310 hp
Operator: On file
Operating Certificate(s) Held: None
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: BVS, 145 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 1255 PDT
Direction from Accident Site:
Lowest Cloud Condition: Clear
Visibility: 10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: Calm /
Turbulence Type Forecast/Actual: /
Wind Direction:
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30 inches Hg
Temperature/Dew Point: 16°C / 11°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: EVERETT, WA (PAE)
Type of Flight Plan Filed:
Destination: Mount Vernon, WA (BVS)
Type of Clearance: VFR
Departure Time: 1150 PDT
Type of Airspace: Class C
Airport Information
Airport: SKAGIT RGNL (BVS)
Runway Surface Type: Asphalt
Airport Elevation: 145 ft
Runway Surface Condition: Dry
Runway Used: 29
IFR Approach: None
Runway Length/Width: 5478 ft / 100 ft
VFR Approach/Landing: Straight-in
Wreckage and Impact Information
Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 2 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 3 None
Latitude, Longitude: 48.468889, -122.419722 (est)
NTSB Identification: WPR18LA022
14 CFR Part 91: General Aviation
Accident occurred Saturday, October 28, 2017 in Mount Vernon, WA
Aircraft: CESSNA P210N, registration: N6582P
Injuries: 3 Uninjured.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
On October 28, 2017, about 1250 Pacific daylight time, a Cessna P210N airplane, N6582P, was substantially damaged following a collapse of its right main landing gear near Skagit Regional Airport (BVS), Burlington/Mount Vernon, Washington. The commercial pilot and two passengers were not injured. The airplane was registered to Insurance Solutions, Inc. and operated by a private individual as a personal flight, conducted under the provision of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and a flight plan was not filed for the local flight, which had departed Everett, Washington at 1150.
According to the pilot, after an uneventful flight he descended the airplane for a straight in landing for runway 29 and deployed the landing gear about 8 nm from the airport. He verified that the landing gear down indicator light had illuminated and then observed the landing gear in the down position through a mirror mounted to the radar on the right wing. The pilot subsequently checked the gear position again when the airplane was about 4 nm from the airport and then configured the airplane for a normal landing with 10° of wing flaps. Moments before the airplane touched down, the pilot deployed 30° of wing flaps. The airplane then crossed the runway numbers about 75 knots indicated airspeed and touched down about 67 knots. The pilot recounted that the landing roll was normal until the right main landing gear collapsed, which he perceived as a loss tire pressure to the right main landing gear wheel. He subsequently retarded the mixture control to the aft position and shut off the engine while he steered the airplane, which came to rest in a grass area to the right of the runway.
A postaccident examination of the airplane by Federal Aviation Administration inspectors revealed substantial damage to the elevator and right wing spar.
Thursday, November 02, 2017
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