Cessna 210G accident near Little Rock, Arkansas, October 7, 1992
On October 7, 1992 at about 11:20 pm local time, a Cessna 210G, registered N37SC, was substantially damaged in an accident near Little Rock, Arkansas (Little Rock Muni airport). It was a business flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PARTIAL FAILURE OF THE LANDING GEAR RETRACTION/EXTENSION ASSEMBLY FROM RESTRICTED HYDRAULIC FLUID MOVEMENT THROUGH A PARTIALLY FAILED MAIN LANDING GEAR UPLOCK RELEASE VALVE.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 7, 1992 · about 11:20 pm local time
- Place
- Little Rock, Arkansas · Little Rock Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 210G · all 210Gs on the register
- Registration
- N37SC · registry record · serial 21058848
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AFTER TAKEOFF THE PILOT MOVED THE LANDING GEAR HANDLE TO RETRACT THE GEAR. HE DID NOT GET A GEAR UP LIGHT. HE THEN TRIED THE GEAR DOWN POSITION AND NO LIGHT ILLUMINATED. SEVERAL FLYBY'S WERE ACCOMPLISHED AND GROUND PERSONNEL INFORMED THE PILOT THAT THE NOSE GEAR WAS DOWN, THE MAIN GEAR WERE TRAILING, AND ALL GEAR DOORS WERE DOWN. THE PILOT CANCELLED HIS ORIGINAL FLIGHT PLAN AND REFILED VFR. UPON REACHING THE NEW DESTINATION, HE COMMUNICATED WITH TECHNICAL PERSONNEL BY RADIO IN AN EFFORT TO CORRECT THE MALFUNCTION. THE AIRPLANE WAS LANDED APPROXIMATELY 1.5 HOURS LATER ON RUNWAY 18. THE MAIN GEAR REMAINED UNLOCKED AND COLLAPSED UPON TOUCHDOWN. INSPECTION OF THE AIRPLANE REVEALED THE MAIN LANDING GEAR UPLOCK RELEASE VALVE HAD FAILED. THE VALVE WOULD ALLOW HYDRAULIC PRESSURE TO UNLOCK THE GEAR, BUT WOULD NOT ALLOW HYDRAULIC FLUID TO PASS THROUGH THE VALVE TO THE MAIN ACTUATORS.
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
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,962 hours in all; 1,628 in this make and model; 55 in the last 90 days; 30 in the last 30 days; 3,725 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,792 hours
- Last inspection: annual inspection, October 25, 1991; 166 hours since
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520A (piston); 0 hours total
The flight
- Departed from: F43 El Dorado AR at 8:40 pm
- Flight plan: VFR
- Runway 18, 5,124 ft by 150 ft
Weather at the time
- Light: dusk
- Wind: from 180° at 7 knots
- Visibility: 5 statute miles
- Sky: clear
- Temperature: 73°F (23°C), dew point 55°F (13°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
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.