Cessna 210 Centurion / Turbo Centurion 210C; 210D
Flight Crew Instrument; Flight Crew Private
Flight Crew Last 90 Days 61; Flight Crew Total 775; Flight Crew Type 16
Situational Awareness; Distraction; Human-Machine Interface
Aircraft Equipment Problem Less Severe; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Event / Encounter Ground Strike - Aircraft
Flight Crew Executed Go Around / Missed Approach; Flight Crew Took Evasive Action; Flight Crew Overcame Equipment Problem; General Maintenance Action
Human Factors; Aircraft
This incident happened during an ASEL commercial practical test in a Cessna 210. I had just performed a diversion as part of the practical test to the airport area and remained at 5;500 at the examiners request. Approximately 2 miles from airport the examiner closed the throttle to simulate an engine failure. I immediately established best glide speed; set up for a left down wind; and simulated a mayday call. I then preformed the engine failure checklist. When I was abeam the approach end of runway 17; I moved the gear lever to the down position and followed through the gear extension by visually and audibly confirming gear down; no gear doors; green light; and handle back to neutral. Then I commented to the examiner that I knew I had the runway within gliding distance. When turning final I told the examiner that I planned a touchdown point past the large tree that was near mid field of the 6300 feet runway. The decision was to provide clearance from the obstacle close to the runway. There was no gear up warning horn. The runway was down sloping so it did not seem odd that we were in the flare attitude for longer than normal. The examiner suddenly said; 'Gear; go around!'; so I added power and felt the examiner take the controls. After I added power I perceived a faint buzzing sound and felt a slight vibration. Now; going around; I then confirmed that the gear handle was in the down position. At that point there was not enough usable runway to make a safe landing. With the examiner now in control of the aircraft; he recycled the gear and went around the pattern for a landing.I would have to conclude there was a landing gear system failure.
I was serving as a Designated Pilot Examiner administering a Commercial Pilot-Airplane Practical Test. Pursuant to 14 CFR Part 61.47; the applicant was the pilot in command in all respects. The pilot in command has logged in excess of 850 flight hours including 14 hours in the incident aircraft.I announced a 'simulated engine failure' and reduced the throttle to idle. The applicant promptly initiated the necessary immediate actions required by the Pilot's Operating Handbook and otherwise performed this beginning requirements of Task IX (B) satisfactorily. While in the descent the applicant found himself abeam the intended landing area and established on a modified down-wind leg. The applicant also indicated that there was a tower in the vicinity of the approach end of the runway and that we would need to keep an eye on it. As part of our earlier briefing I indicated that we would both need to be vigilant for hazards outside the cockpit (namely other aircraft; large birds; and other obstructions such as towers) thus requiring both of us to divert our attention to matters outside the aircraft as well as inside the aircraft.Just prior to turning a modified base leg; the applicant indicated that he had sufficient altitude to make his landing area. The applicant then announced 'gear down' whereupon I saw the applicant physically move his right hand to the gear down lever and manipulate such lever so as to lower the gear. Both the applicant and I also believe we heard a sound consistent with a hydraulic gear motor indicating that the landing gear would be coming down as anticipated. The applicant then picked up his checklist and began reciting the applicable items necessary for a safe landing. I then briefly returned my attention to matters outside for a few seconds to ascertain that we were; in fact; in a suitable position for landing. As this was a modified traffic pattern (taking into account that the applicant was suffering from a simulated engine failure); the turns from the downwind leg to base leg and from base leg to final were; necessarily; shorter. During this time I heard the applicant announce that the before landing check had been completed; that the gear was down and locked; and that he was adjusting his flap setting to better assist with the landing. At no time did I recall ever hearing a gear warning horn or any other indication of an unsafe gear condition. In addition; in looking at the landing gear handle; it was in the down neutral position where it would normally be after lowering the landing gear.While becoming established on final; the applicant inquired as to when he should make a go around. As the applicant had positioned the aircraft to make a safe landing; I indicated that applicant should prepare to land in accordance with Task IX (B)(vi) of the Practical Test Standards. I then returned my attention outside briefly. As the applicant had sufficient altitude; he elected to pick an intended landing point further down Runway XY that would give him sufficient clearing from two nearby trees. Within seconds thereafter; the applicant encountered a large number of unknown birds outside the left side of the aircraft. However; those birds quickly changed flight path and were no longer an obstacle to contend with.As we were getting closer to the intended touchdown area I made a final check of the cockpit area. As there were no clouds that day; the Sun was shining briefly into the cockpit. As I raised my hand to shield my view; I noticed that the applicant airspeed was still at best glide; and that his flaps were set to an appropriate flap setting.This particular model of the C-210 aircraft has two lights with respect to the gear indicating system. One is amber; the other is green. In looking at both of these lights in this final sweep of the cockpit area; I could not tell if the green light was illuminated or not given the direction and glint of the Sun. For that matter; I could nottell if the amber light was illuminated either (although both had worked properly earlier that day). And again; the gear handle did appear to be where it should be after the lowering of the gear as mentioned above.At that point I glanced outside to again ensure that there were no hazards on the runway. In doing so I then noticed that the right main gear was not locked into the position it normally would be for a down and locked condition as viewed from the right side of the aircraft. I then announced this to the applicant and instructed him to make an immediate go around. The applicant reacted immediately even though I was in the process of placing my hands on the throttle and control yoke to ensure that we established a climb.After the initial application of full power; the engine began to vibrate but in a manner consistent with a full power application. In discussing this later; the applicant indicated that he felt we might have hit something with the propeller even though that contact was not necessarily obvious to me under the circumstances.At approximately 50 feet above the ground; the applicant then confirmed with me that I had the controls. I took the controls and; as a continued landing straight ahead was not an option; I immediately positioned the aircraft to re-enter a modified traffic pattern so as to return for landing. During this process and as part of the go-around I moved the landing gear handle to the gear up position. While completing a modified traffic pattern; I went over the before landing checklist using the familiar GUMP acronym and ensured that the landing gear handle was selected to the down position. I was busy diverting my attention to matters inside the aircraft and out; but in any event within a few seconds the right main gear appeared to be down and locked. The applicant confirmed the same for the left main gear (which was not visible to me given my position). Given the direction of the Sun it was still difficult to tell if the green gear light was illuminated but ultimately it appeared that it was. I completed the landing which was otherwise un-eventful. I brought the aircraft to a stop and completed the shutdown procedure. I then exited the aircraft with the applicant whereupon we promptly noticed the damage to the propeller. After further; but briefly; inspecting the rest of the aircraft; there did not appear to be any further damage nor any damage specifically to the under belly of the aircraft leading me to conclude that it was only the propeller that came into contact with the ground.
A C210 pilot and flight examiner reported a landing gear extension system malfunction that occurred during a check ride; resulting in a propeller strike; go-around and return for normal landing.