Cessna 210L accident near Myrtle Beach, South Carolina, March 19, 2016
On March 19, 2016 at about 2:50 pm local time, a 1973 Cessna 210L, registered N59196, was substantially damaged in an accident during initial climb near Myrtle Beach, South Carolina (Myrtle Beach International airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
A complete loss of electrical power, which resulted from the separation of an alternator wire due to corrosion. Contributing to the accident was the failure of the emergency landing gear extension system due to a lack of hydraulic fluid, which resulted in insufficient pressure to extend the landing gear.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 19, 2016 · about 2:50 pm local time
- Place
- Myrtle Beach, South Carolina · Myrtle Beach International · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 210L, built 1973 · all 210Ls on the register
- Registration
- N59196 · no longer on the register · serial 21060155
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The private pilot was conducting a personal cross-country flight. The pilot reported that, shortly after takeoff with the flaps and landing gear retracted, a total loss of electrical power occurred and that he immediately turned back to the departure airport. The landing gear, which is extended and retracted by hydraulic actuators powered by an electrically driven hydraulic power pack, was disabled due to the electrical failure, so the pilot attempted to manually pump the gear down via the emergency gear extension handle; however, after about 10 pumps, it felt like there was no hydraulic pressure in the system. He tried to pump the gear down for about 20 minutes before he realized that the main landing gear (MLG) was not going to extend, and he subsequently landed the airplane with the landing gear unlocked. The pilot said that the landing was smooth and that the MLG initially held the support of the airplane but that it then collapsed. The airplane then skidded to a stop on the runway. Examination of the engine revealed that the loss of electrical power resulted from the alternator's primary wire being separated from its terminal due to corrosion. Examination of the airplane revealed that one of the MLG actuators had sustained impact damage and was leaking a small amount of hydraulic fluid. No other mechanical issues with the landing gear system were observed. The Pilot's Operating Handbook recommends that the fluid level in the hydraulic power pack housed within the control pedestal be checked using the dipstick/filler cap every 25 hours and that, if the fluid level is at or below the ADD line on the dipstick, hydraulic fluid should be added. The hydraulic fluid level was examined several days after the accident, and it was observed at the ADD level. The pilot stated that he did not check the hydraulic fluid level before the accident flight but that he did check it the day before and that the level was "ok" at that time. However, given that the pilot was unable to manually extend the landing gear, there likely was insufficient hydraulic fluid in the system to provide the pressure required to manually extend the landing gear. The reason for the lack of hydraulic fluid could not be determined based on the available evidence.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
What happened, in order
- Electrical system malf/failure during initial climb defining event
- Sys/Comp malf/fail (non-power) during emergency descent
- Landing gear collapse during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Aircraft systems › Electrical power system › Alternator › generator drive sys › Failure
- cause Aircraft › Aircraft systems › Landing gear system › Gear extension and retract sys › Failure
- cause Aircraft › Aircraft systems › Electrical power system › Alternator › generator drive sys › Fatigue/wear/corrosion
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,149 hours in all; 327 in this make and model; 20 in the last 90 days; 17 in the last 30 days; 1,149 as pilot in command
- Last flight review: November 22, 2014
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,179.2 hours
- Last inspection: annual inspection, March 12, 2015; 76 hours since
- Maximum gross weight: 3,803 lb
- Seats: 6
- Landing gear: retractable
- Engine: Cont Motor IO 520 L7 (piston); 1,042 hours total
- Operator: M & L Aeronautical LLC
The flight
- Departed from: MYR Myrtle Beach SC at 2:01 pm
- Destination: HXD Hilton Head Island SC
- Flight plan: IFR
- Runway 18, 9,503 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 120° at 7 knots
- Visibility: 10 statute miles
- Sky: overcast at 8,500 ft
- Temperature: 68°F (20°C), dew point 55°F (13°C)
- Altimeter: 29.93 inHg
- Observation at 2:20 pm from MYR
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
8 documents, released by the NTSB on May 11, 2016. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 11 pages | View Download |
| 2 | Record of Conversation - T. Lane | PDF, 2 pages | View Download |
| 3 | Arff Statements | PDF, 8 pages | View Download |
| 4 | FAA Inspector Written Statement | PDF, 1 page | View Download |
| 5 | Maintenance Logbook Information | PDF, 3 pages | View Download |
| 6 | Pages from Pilot Operating Handbook | PDF, 6 pages | View Download |
| 7 | Photos | PDF, 3 pages | View Download |
| 8 | Record of Conversation - J. Bass | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Other NTSB records under N59196 the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.