Cessna 210L accident near Orlando, Florida, September 21, 1992
On September 21, 1992 at about 2:55 pm local time, a Cessna 210L, registered N777BK, was substantially damaged in an accident near Orlando, Florida (Orlando Executive 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
FAILURE OF THE RIGHT MAIN LANDING GEAR ACTUATOR DUE TO OVERSTRESS FOR UNDETERMINED REASONS WHICH RESULTED IN LOSS OF ALL LANDING GEAR SYSTEM HYDRAULIC FLUID WHICH IN TURN RESULTED IN THE PILOT BEING UNABLE TO EXTEND AND LOCK THE LANDING GEAR.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 21, 1992 · about 2:55 pm local time
- Place
- Orlando, Florida · Orlando Executive
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 210L · all 210Ls on the register
- Registration
- N777BK · registry record · serial 21060560
- 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
FLIGHT WAS UNABLE TO GET SAFE INDICATION FOR LANDING GEAR EXTENDED WHILE APPROACHING DESTINATION AIRPORT. FLIGHT RETURNED TO DEPARTURE AIRPORT. AFTER ACCOMPLISHING EMERGENCY PROCEDURES FOR GEAR EXTENSION, GEAR SAFE INDICATION WAS STILL NOT OBTAINED. PILOT DETERMINED ALL HYDRAULIC FLUID HAD BEEN LOST. FLIGHT WAS LANDED WITH THE NOSE GEAR LOCKED AND THE MAIN GEARS PARTIALLY EXTENDED. POSTLANDING EXAMINATION REVEALED RIGHT MAIN GEAR HYDRAULIC ACTUATOR HAD FAILED DUE TO OVERSTRESS ALONG METAL GRAIN BOUNDARIES AND AT AREA OF LOW WALL THICKNESS. ALL HYDRAULIC SYSTEM PRESSURE WERE FOUND TO BE NORMAL AND NO OTHER LANDING GEAR SYSTEM FAILURES WERE FOUND. AFTER FAILURE OF THE GEAR ACTUATOR ALL NORMAL AND EMERGENCY SYSTEM FLUID WAS LOST THROUGH THE ACTUATOR.
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; instrument: helicopter; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 9,000 hours in all; 1,500 in this make and model; 300 in the last 90 days; 100 in the last 30 days; 7,000 as pilot in command; 1,000 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,809 hours
- Last inspection: annual inspection, January 23, 1992; 562 hours since
- Maximum gross weight: 3,800 lb
- Seats: 1
- Landing gear: retractable
- Engine: Continental IO-520-L (piston); 0 hours total
- Operator: Flight Express, INC.
The flight
- Departed from: ORL at 10:28 am
- Destination: TLH Tallahassee FL
- Flight plan: none
- Runway 31, 4,638 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 4 knots
- Visibility: 7 statute miles
- Sky: scat at 18,000 ft
- Temperature: 86°F (30°C), dew point 75°F (24°C)
- Altimeter: 29.00 inHg
- Observation at 2:57 pm from ORL, 1 miles away
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 N777BK 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.