Cessna 210 accident near Tacoma, Washington, May 30, 2023
On May 30, 2023 at about 6:15 pm local time, a 1962 Cessna 210, registered N9574X, was substantially damaged in an accident during landing near Tacoma, Washington (Tacoma Narrows airport). It was an instructional 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
A fatigue failure of the left main landing gear hydraulic actuator, which resulted in a loss of hydraulic fluid that prevented the pilot from lowering the landing gear to the fully extended position and maintaining directional control after landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 30, 2023 · about 6:15 pm local time
- Place
- Tacoma, Washington · Tacoma Narrows · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 210 B, built 1962 · all 210s on the register
- Registration
- N9574X · registry record · serial 21057874
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While on the downwind leg of the traffic pattern, the flight instructor was unable to fully extend the landing gear. The landing gear appeared to be stuck in a transitional position, which the flight instructor attempted to resolve by moving the gear selector back to the gear-up position; however, she observed no movement. After about 1.5 hours of troubleshooting the landing gear, the flight instructor decided to land with the gear partially extended. The airplane touched down with the nose gear locked and the pilot was unable to attain directional control. The airplane veered off the runway, coming to rest in the grass. Examination of the hydraulic system revealed that the left main landing gear hydraulic actuator barrel was fractured adjacent to the end cap. A fracture at the retainer clip groove exhibited striations consistent with fatigue crack propagation, and other fractures through the barrel exhibited signatures of overstress failure. It is likely that, once the fatigue crack grew to a significant depth, the housing cracked further from overstress and hydraulic fluid leaked out of the system, preventing the landing gear from extending properly. The airplane manufacturer had previously issued instructions for modification of some landing gear hydraulic actuators installed on the accident airplane make and model, and an FAA airworthiness directive (AD) was subsequently issued to mandate the modifications. The maintenance records showed that the AD was performed on the accident airplane. This is at least the fourth known failure of this model of actuator that resulted in an accident. The location, size, and physical features of the cracks were consistent among the accidents.
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 defining event
The NTSB's findings
- Aircraft › Aircraft systems › Landing gear system › Landing gear actuator › Fatigue/wear/corrosion
Flight instructor
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instrument: airplane
- Flight time: 860 hours in all; 8 in this make and model; 50 in the last 90 days; 25 in the last 30 days; 720 as pilot in command; 310 on instruments
- Last flight review: April 26, 2023
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
Dual student
- Certificate: student
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,538 hours
- Last inspection: annual inspection, May 8, 2023; 8 hours since
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: retractable
- Engine: Teledyne Continental Motors IO-470-S2B (piston); 2,927 hours total
- Operator: Flying Nova LLC
The flight
- Departed from: S50 Auburn WA at 4:35 pm
- Destination: BFI Seattle WA
- Flight plan: none
- Runway 17, 5,002 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 300° at 5 knots
- Visibility: 10 statute miles
- Sky: overcast at 2,300 ft; clear
- Temperature: 54°F (12°C), dew point 43°F (6°C)
- Altimeter: 30.06 inHg
- Observation at 11:53 am from KTIW
Weather report (METAR): KTIW 301853Z 30005KT 10SM OVC023 12/06 A3006 RMK AO2 SLP180 T01220061
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
5 documents, released by the NTSB on February 20, 2025. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 12 pages | View Download |
| 2 | Materials Laboratory Factual Report | PDF, 23 pages | View Download |
| 3 | Maintenance Logbook Excerpts | PDF, 2 pages | View Download |
| 4 | Summary of Service Letters, Service Bulletins, and Airworthiness Directives | PDF, 1 page | View Download |
| 5 | Prior Accidents | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.