Cessna P210N accident near Mount Vernon, Washington, October 28, 2017
On October 28, 2017 at about 7:50 pm local time, a 1978 Cessna P210N, registered N6582P, was substantially damaged in an accident during landing (landing roll) near Mount Vernon, Washington (Skagit Rgnl airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The failure of the right main landing gear (MLG) down-lock mechanism due to an out-of-tolerance down-lock hook, which resulted in the collapse of the right MLG during the landing roll.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 28, 2017 · about 7:50 pm local time
- Place
- Mount Vernon, Washington · Skagit Rgnl · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna P210N N, built 1978 · all P210Ns on the register
- Registration
- N6582P · registry record · serial P21000191
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The commercial pilot configured the airplane for a straight-in approach when it was about 8 nautical miles from the destination airport. He verified that both main landing gear were down and locked by seeing that the landing gear indicator light had illuminated and by looking in a mirror mounted on the right wing and seeing that the gear were down. After a normal touchdown and during the landing roll, the airplane began to veer right, which the pilot believed was likely due to a flat tire. He then shut down the engine and steered the airplane to a grassy area adjacent to the runway. Postaccident examination of the airplane revealed that the right main landing gear (MLG) had collapsed and that the right aileron and right elevator had sustained substantial damage. Postaccident examination of the landing gear system revealed that the right MLG's down-lock hook exceeded the airplane manufacturer's maximum tolerance and that it was not over center, which is required for the landing gear to remain in the locked position. Based on the evidence, it is likely that the out-of-tolerance down-lock hook prevented the right MLG from locking after the pilot deployed the landing gear and resulted in the right MLG collapsing during the landing roll. The airplane service manual states that the proper rigging of the MLG down-lock mechanism should be verified every 200 hours. A review of the maintenance logbooks revealed no entries related to the rigging, which is not always documented in the maintenance logbook following each service. Therefore, it could not be determined whether a maintenance event led to the out-of tolerance right MLG down-hook or if it became out of tolerance over time.
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
What happened, in order
- Sys/Comp malf/fail (non-power) during landing (landing roll)
- Loss of control on ground during landing (landing roll)
- Runway excursion during landing (landing roll)
- Landing gear collapse during landing (landing roll) defining event
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › Main landing gear › Failure
- cause Aircraft › Aircraft systems › Landing gear system › Main landing gear › Incorrect service/maintenance
- cause Personnel issues › Task performance › Maintenance › (general) › Other/unknown
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,588 hours in all; 35 in this make and model; 3 in the last 90 days; 3 in the last 30 days; 1,500 as pilot in command
- Last flight review: October 4, 2017
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,342.2 hours
- Last inspection: annual inspection, October 9, 2017; 3 hours since
- Maximum gross weight: 4,001 lb
- Seats: 2
- Landing gear: fixed
- Engine: Continental TSIO-510-P5B (piston); 3 hours total
The flight
- Departed from: PAE Everett WA at 6:50 pm
- Destination: BVS Mount Vernon WA
- Runway 29, 5,478 ft by 100 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 52°F (11°C)
- Altimeter: 30.00 inHg
- Observation at 7:55 pm from BVS
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 2 |
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.
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number WPR18LA022.