Cessna 210L accident near Jacksonville, Florida, October 28, 1994
On October 28, 1994 at about 3:08 am local time, a Cessna 210L, registered N732CQ, was substantially damaged in an accident near Jacksonville, Florida (Craig Municipal Airport). It was a flight of an unrecorded kind 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 PILOT'S DECISION TO DEPART AN AIRPORT AND CONTINUE FLIGHT WITH A KNOWN DEFICIENCIES IN EQUIPMENT. CONTRIBUTING TO THE ACCIDENT WAS THE FAILURE OF COMPANY MAINTENANCE PERSONNEL TO ADJUST THE DOWN LOCK MECHANISM PRIOR TO FLIGHT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 28, 1994 · about 3:08 am local time
- Place
- Jacksonville, Florida · Craig Municipal Airport · map
- 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
- N732CQ · no longer on the register · serial 21061413
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was on approach at the destination airport and lowered the landing gear. The right main landing gear did not illuminate. The pilot completed the emergency procedure from memory and visually checked the landing gear. The landing gear appeared to be extended. The pilot landed without further incident and taxied to the ramp. Visual inspection of the landing gear revealed the right main landing gear was not in the lock position. The pilot called maintenance personnel on the phone and was informed to reposition the airplane to another airport with the landing gear down to get a replacement airplane. The pilot flew the airplane to the maintenance base. On landing rollout the right main landing gear collapsed. Examination of the landing gear by the FAA revealed improper rigging of the right main landing gear down lock mechanism due to normal wear.
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: airline transport pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 2,033 hours in all; 700 in this make and model; 350 in the last 90 days; 100 in the last 30 days; 1,450 as pilot in command; 420 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, September 26, 1994
- Maximum gross weight: 3,800 lb
- Seats: 1
- Landing gear: retractable
- Engine: Continental IO-520-L (piston); 0 hours total
The flight
- Flight plan: none
- Runway 5, 4,000 ft by 100 ft
Weather at the time
- Light: night, dark
- Wind: from 030° at 12 knots
- Visibility: 10 statute miles
- Sky: scat at 3,000 ft
- Temperature: 63°F (17°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 2:50 am from CRG
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.