C210N gear failure Cairns
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C210N gear failure Cairns
GREAT JOB: A Wrightsair plane had to make an emergency landing at Cairns Airport with apparent landing gear problems. The small aircraft came to rest on the grass to the east of the main runway. Picture: MARC McCORMACK
A FEMALE pilot has been praised for averting disaster after her four passengers walked away unscathed from a crash landing at Cairns Airport yesterday.
The Wrightsair Cessna C210 was returning from a sightseeing tour when it experienced undercarriage problems about 12.10pm.
The pilot, a 29-year-old woman, tried to engage the landing gear as she circled the runway before an emergency was declared at 2pm.
The aircraft skidded to a halt on the grass next to the runway about 20 minutes later, with emergency services on standby.
The pilot was taken to Cairns Hospital with a wrist injury while her passengers were unhurt.
The plane’s propeller and fuselage also suffered minor damage.
Wrightsair founder and director Trevor Wright has operated the scenic flight and charter flight business for the past 20 years.
“I’m relieved the passengers and pilot are well and grateful that there was a safe outcome,” he said yesterday.
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A FEMALE pilot has been praised for averting disaster after her four passengers walked away unscathed from a crash landing at Cairns Airport yesterday.
It appears that one leg failed to lock in the down position. C210N's do not have uplocks and are held there by hydraulic pressure alone.
Each main leg does have a spring loaded downlock which does 2 jobs. It secures the gear in the down position and activates a micro switch which switches the gear pump motor off and the green gear safe light on.
It is not an exceptionally rare event for these spring loaded downlocks to refuse to spring out as far as they should and it is usually the starboard one that hangs up from gunk out of the oil breather pipe.
Most 210 pilots have it drummed into them to pull the circuit breaker if the gear motor runs on because they start to make smoke after a couple of minutes and shortly after fail completely.
If after a couple of gear cycles the leg still refuses to lock a normal landing can still be made. As mentioned above hydraulic pressure holds the gear up and it is quite capable of holding the gear down......only not for long or the motor will burn out.
Fly a normal approach with the gear pump circuit breaker off and just before touchdown reactivate the pump. Works a treat. Once the weight of the plane is on the gear it can't go anywhere. Pull the circuit breaker if you wish but the squat switch will switch the pump off anyway.
Although it is counter intuitive, 210's that really can't get their gear down should land on bitumen. Harsh experience (data Jabba) has proved that the bitumen does far less damage. Also don't let the firies put down foam. The plane just slides on forever and stops after the end of the foam. Cairns has an unused strip 12- 30. They should have used that one.
Take it easy Rutan, bit pre-mature to make judgement from a half spun report that may have come from a ill informed jurno looking for a story.............
Is Wrightsair operating out of Cairns now as well?
Is Wrightsair operating out of Cairns now as well?
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Now now settle down Duck Pilot. I did say ' if the cause of the accident.....'
If it was something else entirely then my comments don't apply except for the landing on hard surface part.
If it was something else entirely then my comments don't apply except for the landing on hard surface part.
Hi mr ra,
re 'Whoever endorsed her'....
In this 'brave new world' aren't the magic words, CSU and Retractable, plus 'Single engine aeroplanes not exceeding 5700kg mtow' all that is now 'required'..??
(That's a BIG 'single' I would think...)
I know, I, or any responsible person, wouldn't give a 210, or anything else to anybody without going thru all of the aircraft systems first....and a 'handling check' on type.....
Or knowing just where that u/c master cylinder is located.....its gettin' harder to get to for moi....but if it ain't got enough fluid, you can pump all you like......
Cheers
re 'Whoever endorsed her'....
In this 'brave new world' aren't the magic words, CSU and Retractable, plus 'Single engine aeroplanes not exceeding 5700kg mtow' all that is now 'required'..??
(That's a BIG 'single' I would think...)
I know, I, or any responsible person, wouldn't give a 210, or anything else to anybody without going thru all of the aircraft systems first....and a 'handling check' on type.....
Or knowing just where that u/c master cylinder is located.....its gettin' harder to get to for moi....but if it ain't got enough fluid, you can pump all you like......
Cheers
Saw a bit of this happening yesterday - it appeared that the nosewheel and right main were able to go up and down multiple times, while the left main just bobbled around clear of the fuselage, but not going far forward into the airflow. Haven't flown 210s for a while, but I couldn't see it being a downlock issue, or a pump/fluid quantity issue with those symptoms.
Well done in the end though.
Well done in the end though.
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Awesome work Rutan Around.
Flicking through a C210 operating handbook, complete with procedures for handling a non-normal gear extension, I fail to see any reference to your aeroclub "pull this, push that, when this happens, press that then kick anyone in the arse who doesn't know" operating procedure.
Truth remains, all occupants are safe while the pilot handled a very challenging day without the added distraction of your utter bullsh1t.
Bzbzbzbzbzzbzbzbzbbzbzz
Flicking through a C210 operating handbook, complete with procedures for handling a non-normal gear extension, I fail to see any reference to your aeroclub "pull this, push that, when this happens, press that then kick anyone in the arse who doesn't know" operating procedure.
Truth remains, all occupants are safe while the pilot handled a very challenging day without the added distraction of your utter bullsh1t.
Bzbzbzbzbzzbzbzbzbbzbzz
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Perhaps Mr Buzzy if
(A) you knew the the problem I outlined existed especially in wet areas where dirt strips are involved and
(B) you understood C210 retract systems well enough to know what I'm saying is true then you would support the method outlined and save a few 210's from the scrap yard.
Perhaps you've never flown a C210 but that's no reason to call BS just because you don't understand them.
The procedure only has one extra step to the procedures normally carried out when there is a gear problem. If it works you get to save heaps of hassles and $$$$$$$$ and increased insurance premiums for all 210 owners.
If it doesn't the result is the same as it would be if you didn't try.
I didn't notice you comment on choosing bitumen over grass.
The round gear leg C210's have been around for 44 years. It would be surprising if nothing new had been learned about them since the Operating Handbook was written.
We know that under certain circumstances a C210 will flick roll. That's not in the Operating Handbook either even though there are bodies scattered around the world to prove it.
(A) you knew the the problem I outlined existed especially in wet areas where dirt strips are involved and
(B) you understood C210 retract systems well enough to know what I'm saying is true then you would support the method outlined and save a few 210's from the scrap yard.
Perhaps you've never flown a C210 but that's no reason to call BS just because you don't understand them.
The procedure only has one extra step to the procedures normally carried out when there is a gear problem. If it works you get to save heaps of hassles and $$$$$$$$ and increased insurance premiums for all 210 owners.
If it doesn't the result is the same as it would be if you didn't try.
I didn't notice you comment on choosing bitumen over grass.
The round gear leg C210's have been around for 44 years. It would be surprising if nothing new had been learned about them since the Operating Handbook was written.
We know that under certain circumstances a C210 will flick roll. That's not in the Operating Handbook either even though there are bodies scattered around the world to prove it.
The round gear leg C210's have been around for 44 years.
Also have plenty of time in C172RG, 177RG and 182RG - pretty much the same gear system as I understand it.
I have had a few gear issues with them - but never bent one!
I am curious, however, as to why flicking the electrical pump on just prior to landing will achieve anymore than pumping the emergency handle?
And yes - I would have put it on the bitumen, but I am not going to point the bone at the PIC!
Its only a frigging aeroplane - it can be fixed or written off!
Everyone walked away - nice work, I say!
Dr
Last edited by ForkTailedDrKiller; 13th Nov 2014 at 05:19.
I flew the 210 for a bit as well, and can't say I ever heard of that procedure in the event my gear wouldn't come down.
The pilot (appears to have) followed the book. If I didn't follow the book in my job and made up my own procedures, then I'd be liable as well as sacked!
morno
The pilot (appears to have) followed the book. If I didn't follow the book in my job and made up my own procedures, then I'd be liable as well as sacked!
morno
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Morno
NOT when it won't come down. When it comes down but doesn't lock. You can identify the problem when you hear the normal loud satisfying clunk the gear makes as it finishes it's cycle and hits the saddles but the gear motor doesn't stop as it should. Shortly after you stop the motor one gear leg dangles and of course you never saw a green light. Sometimes a couple of recycles will shake the spring loaded downlock into position and all is well but sometimes......... refer to Post 2
So if you knew a procedure that would save the plane you would still crash it?
It won't but it's a bloody sight easier landing with two hands available than with one madly keeping pressure up to the unlocked leg. Once you stop pumping manually or electrically the unlocked gear dangles in the breeze and upsets the passengers.
I'm not blaming the pilot-she was probably never told. Also she probably had little to do with the decision to land on the grass.
But why do that when there is a way to avoid the accident in the first place. By the way there is a way to pretty well eliminate the c210 down lock failures.
can't say I ever heard of that procedure in the event my gear wouldn't come down.
If I didn't follow the book in my job and made up my own procedures, then I'd be liable as well as sacked!
I am curious, however, as to why flicking the electrical pump on just prior to landing will achieve anymore than pumping the emergency handle?
I'm not blaming the pilot-she was probably never told. Also she probably had little to do with the decision to land on the grass.
Its only a frigging aeroplane - it can be fixed or written off!
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The result speaks for itself. A safe outcome.
Congratulations to the pilot involved on a job well done from a complimenting peer.
Rutan, about 1000 hours in the 210 and several months maintaining them. What you say may be true but I would not consider it widely known, nor would I consider anyone worthy of a "kick in the arse" for not peddling such crap.
Bbzbzbzbzbbzbzzb
Congratulations to the pilot involved on a job well done from a complimenting peer.
Rutan, about 1000 hours in the 210 and several months maintaining them. What you say may be true but I would not consider it widely known, nor would I consider anyone worthy of a "kick in the arse" for not peddling such crap.
Bbzbzbzbzbbzbzzb
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She held for around an hour. Did 2 low passes and it was confimed the gear wasn't fully engaging. Choosing the grass strip was interesting, but it prevented RWY damage and it reduced runway closure time. RWY 12/30 hasn't been used for 3 years and is in pretty ****ty shape from what I understand, hence it not being considered. Total time closed was around an hour I believe, but midfield departures on RWY 33 continued (Dash 8's) as the 210 was down near RWY 15. Most delays incurred were around 40 minutes.
While I think Mr Rutan is a tad premature, I do remember the procedure he mentions. Definitely not in the Operating Manual, but in remote areas in rare events, it sufficed to get the 210 back to a LAME to fix it.
The inbound JET RPT to Cairns wouldn't have been worried about the airport closure, all the better operators would have had the fuel on board for such an event, and been able to go back to TSV.
The inbound JET RPT to Cairns wouldn't have been worried about the airport closure, all the better operators would have had the fuel on board for such an event, and been able to go back to TSV.
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I very much doubt that that particular aircraft will not be rebuilt. It is undoubtedly the best C210 that I ever flew and is (perhaps that should now be was) the owners pride and joy. It has had a lot of money spent on it over the years and when I last flew it, had a set of digital instruments fitted alongside the analogue.
Well done to the pilot who I suspect I know also and that is not in the biblical sense for all those out there with dirty minds.
Well done to the pilot who I suspect I know also and that is not in the biblical sense for all those out there with dirty minds.