Cessna 210M accident near Ft.Lauderdale, Florida, November 19, 1985
On November 19, 1985 at about 2:08 am local time, a Cessna 210M, registered N823AR, was substantially damaged in an accident near Ft.Lauderdale, Florida (Ft Lauderdale Intl airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). 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 NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 19, 1985 · about 2:08 am local time
- Place
- Ft.Lauderdale, Florida · Ft Lauderdale Intl · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 210M · all 210Ms on the register
- Registration
- N823AR · no longer on the register · serial 21062661
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
WHILE IN CRUISE FLIGHT THE PILOT ATTEMPTED TO LOWER THE LANDING GEAR AND THE RIGHT MAIN LANDING GEAR WOULD NOT EXTEND. DURING THIS PROCESS THE AIRCRAFT GENERATOR WENT OFF THE LINE. THE PILOT ATTEMPTED TO MANUALLY LOWER THE LANDING GEAR AND EXTENDED THE NOSE GEAR EXTENDED AND THE LEFT MAIN GEAR EXTENDED, BUT THE RIGHT GEAR STILL DID NOT EXTEND. THE PILOT LANDED THE AIRCRAFT AND THE AIRCRAFT SLID OFF THE RUNWAY AND WAS SUBSTANTIALLY DAMAGED. POST ACCIDENT EXAMINATION OF THE RIGHT LANDING GEAR HYDRAULIC ACTUATOR REVEALED THAT IT WAS CRACKED IN FATIGUE. THIS ALLOWED THE HYDRAULIC FLUID TO BE PUMPED OVERBOARD AND CAUSED THE ACTUATOR TO NOT EXTEND THE RIGHT MAIN GEAR.
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: 2,118 hours in all; 482 in this make and model; 315 in the last 90 days
- Medical certificate: Unknown (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,172 hours
- Last inspection: annual inspection, July 1, 1985; 13 hours since
- Maximum gross weight: 3,800 lb
- Seats: 2
- Landing gear: retractable
- Engine: Continental IO 520-L (piston); 0 hours total
The flight
- Departed from: SEF Sebring FL at 1:00 am
- Destination: FLL Ft.Lauderdale FL
- Flight plan: none
- Runway 9L, 8,048 ft by 150 ft
Weather at the time
- Light: night, dark
- Wind: from 060° at 23 knots, gusting 34
- Visibility: 6 statute miles
- Sky: broken clouds at 2,000 ft; not recorded
- Temperature: 77°F (25°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 2:08 am from FLL
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.
Other NTSB records under N823AR 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.