Cessna T-210-N accident near Hollywood, Florida, June 1, 1997
On June 1, 1997 at about 4:56 pm local time, a Cessna T-210-N, registered N7393C, was substantially damaged in an accident near Hollywood, Florida (North Perry airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
failure of the pilot to ensure the landing gear was locked down before landing, following an electrical system failure, resulting in the left main landing gear collapsing during landing rollout. The electrical malfunction and resultant discharged battery were related factors.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 1, 1997 · about 4:56 pm local time
- Place
- Hollywood, Florida · North Perry · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna T-210-N · all T-210-Ns on the register
- Registration
- N7393C · no longer on the register · serial 21063953
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that while on downwind for landing, he lowered the flaps to 10 degrees and extended the landing gear. As he turned on base leg, he noticed the radios were not working and the electrical system ammeter was showing the system was not charging. On final approach, he noticed the landing gear extended light was very dim, and there was no change when he pushed it for test. During the landing rollout, the left main landing gear collapsed. Postcrash examination showed the battery was discharged, there was corrosion on all of the landing gear components, and the gear warning horn was operating intermittently.
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: private
- Ratings: multi-engine land; single-engine land; single-engine sea
- Flight time: 2,000 hours in all; 300 in this make and model; 2 in the last 90 days; 1,950 as pilot in command
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 431 hours
- Last inspection: annual inspection, February 14, 1997; 4 hours since
- Maximum gross weight: 4,000 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental TSIO-520-R (piston); 0 hours total
The flight
- Departed from: HWO at 4:50 pm
- Flight plan: none
- Runway 18L, 3,065 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 14 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 3,000 ft; not recorded
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 4:49 pm from HWO, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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 N7393C 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.