Narrative:

I performed a routine pre-flight inspection of my cessna 210K; generally as described in the pilot's operating handbook. However; I included at least one item that I have added to my personal checklist for the aircraft; although it is not in the pilot's operating handbook: I checked the sight glass in the landing gear fluid reservoir to confirm that fluid remained visible in the sight glass. I viewed gear fluid in the sight glass; which I believed to be of a sufficient quantity. I performed a runup procedure prior to flight; with checklist items generally as listed in the pilot's operating handbook; plus several personally-added items to reflect equipment installed in our aircraft; such as checking the autopilot for correct override capability. The takeoff roll was normal; and the initial climb-out was normal. I placed the landing gear lever in the 'up' position as I climbed out; near the end of the runway. The left main gear dropped down and backward as though it was going to retract; but then proceeded to 'dangle' in the wind with no further motion toward retraction. I placed the gear handle in the 'up' position in an attempt to recycle the gear up; but the gear continued to 'dangle' in the wind with no perceptible motion toward retraction. I decided that a manual extension and precautionary landing would be necessary before continuing my flight; to determine the cause of the malfunction. I placed the gear position handle in the 'down' position; and flew a wide pattern that allowed me time to pump down the gear manually. The gear showed definite progress into the extended position with the manual pump; until it appeared visually to be in a stable; locked; fully extended position. The manual gear pump handle had become extremely stiff as though the fluid had pressed the gear against their stops and further strokes on the gear pump handle would not be possible. However; the green gear-locked light was not lit. I pressed the green light to confirm that the light bulb was not burned out (this is the method of testing the light to be sure it is functional). So I continued to attempt to pump the gear; but the manual gear extension pump handle remained stiff and it gave the tactile feel that the gear had pressed firmly against the stops. I could see the left main gear; asked my passengers to check the right main gear; and I checked the nose gear in the wing mirror. All appeared to be firmly locked into place. I determined that it was likely that the gear was locked; and that the green gear-locked light may have failed to light because the softer and more gradual manual extension may have failed to engage at least one of the gear-locked sensor switches in the same abrupt way that a powered gear extension engages it. And; if I was wrong; I determined that further attempts at raising and lowering the gear at that point would be counter-productive; possibly worsening the situation. I believed that a landing gear which felt and appeared to be down and locked were a better alternative upon landing; than gear that were half way down and flapping in the wind at the point of touchdown (which is what I feared if I attempted further manipulation of the gear position handle). Although I had briefed my passengers on emergency procedures prior to flight; I briefed them again. I asked them to crack open the passenger side door; and I cracked open the pilot side door; in case bending of the fuselage caused them to jam shut on landing. I approached for landing with full flaps; and attempted to touch down at the slowest possible forward speed. The main gear touched first; very softly; but I felt the left main begin to wallow as though it was coming unlocked. Since no part of the airframe or propeller had struck the ground; I began to apply power for a possible go-around. But immediately upon applying power; the left gear gave the rest of the way; and the left wingtip began scraping the runway; so I immediately pulled back power and allowed the aircraft to slide to a stop on the runway. The aircraft was tilted toward the left during its initial slide; so the nosewheel landing gear failed toward the right due to apparent side loads and allowed the propeller to make contact with the runway. The right main gear remained extended; and did not retract or collapse. The aircraft came to rest about 1000 feet from the approach end of the runway; at the intersection of a taxiway on the right side of the runway. I had not turned off the electrical switch because I wanted to maintain contact with traffic in the pattern if necessary; due to the high volume of traffic at the uncontrolled field. My passengers immediately exited the right side of the aircraft; while I made a quick radio transmission to the other aircraft in the pattern to tell them that the runway was closed due to a gear collapse. I turned off electrical switches and climbed out the right side of the aircraft. There was no smoke or fire. The fuel remained contained in the wing tanks; except for a small amount of fuel that began dripping from the left wingtip vent due to its lower orientation. The fuel leak from the wingtip vent tube was stopped by use of a zip tie and rubber glove over the end of the wingtip vent. The damage sustained by the aircraft was typical of a gear-up landing: scraped wingtip; scraped belly skin; bent propeller tips; landing gear damage; bent nosegear doors. Accordingly; I believe that this event constituted an 'incident' and not an 'accident' and that I was not obligated to report the incident as an 'aircraft accident' under 49 C.F.right. Section 830.5 because the aircraft did not sustain 'substantial damage' as specifically defined under section 830.2.

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Original NASA ASRS Text

Title: C210 pilot reported his landing gear failed to retract after takeoff. An attempt to manually extend the gear appeared to be successful; but no down indications were obtained. Upon landing; the left main gear collapsed.

Narrative: I performed a routine pre-flight inspection of my Cessna 210K; generally as described in the Pilot's Operating Handbook. However; I included at least one item that I have added to my personal checklist for the aircraft; although it is not in the Pilot's Operating Handbook: I checked the sight glass in the landing gear fluid reservoir to confirm that fluid remained visible in the sight glass. I viewed gear fluid in the sight glass; which I believed to be of a sufficient quantity. I performed a runup procedure prior to flight; with checklist items generally as listed in the Pilot's Operating Handbook; plus several personally-added items to reflect equipment installed in our aircraft; such as checking the autopilot for correct override capability. The takeoff roll was normal; and the initial climb-out was normal. I placed the landing gear lever in the 'up' position as I climbed out; near the end of the runway. The left main gear dropped down and backward as though it was going to retract; but then proceeded to 'dangle' in the wind with no further motion toward retraction. I placed the gear handle in the 'up' position in an attempt to recycle the gear up; but the gear continued to 'dangle' in the wind with no perceptible motion toward retraction. I decided that a manual extension and precautionary landing would be necessary before continuing my flight; to determine the cause of the malfunction. I placed the gear position handle in the 'down' position; and flew a wide pattern that allowed me time to pump down the gear manually. The gear showed definite progress into the extended position with the manual pump; until it appeared visually to be in a stable; locked; fully extended position. The manual gear pump handle had become extremely stiff as though the fluid had pressed the gear against their stops and further strokes on the gear pump handle would not be possible. However; the green gear-locked light was not lit. I pressed the green light to confirm that the light bulb was not burned out (this is the method of testing the light to be sure it is functional). So I continued to attempt to pump the gear; but the manual gear extension pump handle remained stiff and it gave the tactile feel that the gear had pressed firmly against the stops. I could see the left main gear; asked my passengers to check the right main gear; and I checked the nose gear in the wing mirror. All appeared to be firmly locked into place. I determined that it was likely that the gear was locked; and that the green gear-locked light may have failed to light because the softer and more gradual manual extension may have failed to engage at least one of the gear-locked sensor switches in the same abrupt way that a powered gear extension engages it. And; if I was wrong; I determined that further attempts at raising and lowering the gear at that point would be counter-productive; possibly worsening the situation. I believed that a landing gear which felt and appeared to be down and locked were a better alternative upon landing; than gear that were half way down and flapping in the wind at the point of touchdown (which is what I feared if I attempted further manipulation of the gear position handle). Although I had briefed my passengers on emergency procedures prior to flight; I briefed them again. I asked them to crack open the passenger side door; and I cracked open the pilot side door; in case bending of the fuselage caused them to jam shut on landing. I approached for landing with full flaps; and attempted to touch down at the slowest possible forward speed. The main gear touched first; very softly; but I felt the left main begin to wallow as though it was coming unlocked. Since no part of the airframe or propeller had struck the ground; I began to apply power for a possible go-around. But immediately upon applying power; the left gear gave the rest of the way; and the left wingtip began scraping the runway; so I immediately pulled back power and allowed the aircraft to slide to a stop on the runway. The aircraft was tilted toward the left during its initial slide; so the nosewheel landing gear failed toward the right due to apparent side loads and allowed the propeller to make contact with the runway. The right main gear remained extended; and did not retract or collapse. The aircraft came to rest about 1000 feet from the approach end of the runway; at the intersection of a taxiway on the right side of the runway. I had not turned off the electrical switch because I wanted to maintain contact with traffic in the pattern if necessary; due to the high volume of traffic at the uncontrolled field. My passengers immediately exited the right side of the aircraft; while I made a quick radio transmission to the other aircraft in the pattern to tell them that the runway was closed due to a gear collapse. I turned off electrical switches and climbed out the right side of the aircraft. There was no smoke or fire. The fuel remained contained in the wing tanks; except for a small amount of fuel that began dripping from the left wingtip vent due to its lower orientation. The fuel leak from the wingtip vent tube was stopped by use of a zip tie and rubber glove over the end of the wingtip vent. The damage sustained by the aircraft was typical of a gear-up landing: scraped wingtip; scraped belly skin; bent propeller tips; landing gear damage; bent nosegear doors. Accordingly; I believe that this event constituted an 'incident' and not an 'accident' and that I was not obligated to report the incident as an 'aircraft accident' under 49 C.F.R. section 830.5 because the aircraft did not sustain 'substantial damage' as specifically defined under section 830.2.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.