N59196 - 1973 CESSNA 210L - Complete Aircraft History & Registry Information

Quick Facts & Current Owner

Current Owner
SOUTHER FIELD AVIATION INC
Location
AMERICUS, Georgia
Registration Status
Active until 01-31-2021
Serial Number
21060155
Last Seen on Market
Never Listed
Last Seen Airborne
No Recent Activity
Last FAA Action Date
January 2018
Owned Since
January 2018
Location of N59196 in AMERICUS, Georgia

About the CESSNA 210L

The Cessna 210 Centurion is a single-engine, high-performance general aviation aircraft that made significant contributions to the aviation industry. The Cessna 210 series was manufactured by the Cessna Aircraft Company from 1957 to 1986. Among the various models of this aircraft, the Cessna 210L stands out as an appealing choice for many pilots and aircraft owners, known for its reliability, speed, and overall performance.

The Cessna 210L was introduced in 1972 and continued until 1976. It was part of the ongoing evolution of the Cessna 210 series, which began with the original Cessna 210 model. Each iteration brought about improvements in design, performance, and capability. The primary motivation for the development of the Cessna 210L was to offer a more advanced and efficient aircraft for both personal and business use, capable of fulfilling roles such as air taxi services, cargo transportation, and private flying.

Key Features and Capabilities

One of the significant advancements of the Cessna 210L was the introduction of a more robust fuselage and a laminar flow wing, which enhanced its aerodynamic efficiency. The 210L also came with a more powerful Continental IO-520-L engine, rated at 300 horsepower, which allowed for increased speed and better overall performance. The retractable landing gear, a signature feature of the Centurion series, reduced drag and contributed to its impressive cruising speed.

In addition to its technical specifications, the Cessna 210L gained popularity due to its spacious cabin, capable of comfortably seating six passengers. This made it not only suitable for personal flying but also for small group transportation, providing a blend of comfort and efficiency. The aircraft's ability to perform well in various weather conditions and its relatively long range made it a versatile option for pilots.

Market Position and Use Cases

The Cessna 210L remains a celebrated model within the Cessna 210 series, embodying the reliable performance and innovative spirit of Cessna’s design philosophy. Its production history reflects Cessna's commitment to refining and advancing general aviation aircraft to meet the evolving needs of pilots worldwide.


Flight History and Activity for N59196

No flight activity has been observed for this aircraft since 2022.

This could indicate the aircraft is in storage, undergoing maintenance, or operating in areas without flight tracking coverage.

Maintenance and Safety Records

Safety Record Summary

  • 6 accident/incident report(s) on file

Accident and Incident Reports

July 26, 1975 - POCA, West Virginia

Damage Level
Substantial
Description
LNDD IN SWAMP.

January 28, 2017 - CHARLESTON, West Virginia

Damage Level
Substantial
Description
DURING THE TOUCHDOWN PHASE OF FLIGHT THE AIRCRAFT, DUE TO MISMANAGING CONTOLS, BEGAN TO OSCILLATE CAUSING LOSS OF CONTROL. THE PILOT WAS UNABLE TO REGAIN CONTROL WHICH RESULTED IN AN ACCIDENT.

March 19, 2016 - MYRTLE BEACH, South Carolina

Damage Level
Substantial
Description
ON MARCH 19, 2016, AT 1020 EASTERN DAYLIGHT TIME, A CESSNA 210L, N59196, SUSTAINED SUBSTANTIAL DAMAGE WHEN THE MAIN LANDING GEAR COLLAPSED DURING A PRECAUTIONARY LANDING AT THE MYRTLE BEACH INTERNATIONAL AIRPORT (MYR), MYRTLE BEACH, SOUTH CAROLINA. THE PRIVATE PILOT AND THE TWO PASSENGERS WERE NOT INJURED. THE AIRPLANE WAS REGISTERED TO A PRIVATE CORPORATION AND OPERATED BY THE PILOT AS A 14 CODE OF FEDERAL REGULATIONS PART 91 PERSONAL FLIGHT. VISUAL METEOROLOGICAL CONDITIONS EXISTED AT THE AIRPORT AT THE TIME OF THE ACCIDENT AND AN INSTRUMENT FLIGHT RULES FLIGHT PLAN WAS FILED. THE FLIGHT ORIGINATED AT MYR AT 1001 AND WAS DESTINED FOR HILTON HEAD ISLAND AIRPORT (HXD), HILTON HEAD, SOUTH CAROLINA. THE PILOT STATED THAT HE PERFORMED A THOROUGH PREFLIGHT INSPECTION AND ENGINE RUN-UP UTILIZING THE APPROPRIATE CHECKLISTS BEFORE HE DEPARTED AND EVERYTHING WAS NORMAL. ABOUT 10 MINUTES AFTER TAKEOFF, WITH THE LANDING GEAR AND FLAPS FULLY RETRACTED, THE PILOT NOTICED THAT HE BEGAN TO LOSE ELECTRICAL POWER AND CONTACTED AIR TRAFFIC CONTROL TO LET THEM KNOW THAT HE HAD AN ALTERNATOR FAILURE AND WANTED TO RETURN TO MYR. THE PILOT SAID HE WAS CLEARED TO RETURN TO MYR AND SHORTLY AFTER HE TURNED BACK TO THE AIRPORT, HE LOST ALL ELECTRICAL POWER. THE ADULT PASSENGER CALLED THE CONTROL TOWER VIA A CELL PHONE, WHO IN TURN, CLEARED HIM TO LAND. THE PILOT SAID HE ATTEMPTED TO PUMP THE LANDING GEAR DOWN WITH THE EMERGENCY GEAR EXTENSION HANDLE, BUT THE MAIN LANDING GEAR WOULD NOT FULLY EXTEND. ONLY THE NOSE WHEEL EXTENDED TO WHAT APPEARED TO BE THE FULLY DOWN AND LOCKED POSITION. THE PILOT FURTHER DESCRIBED THAT IT TYPICALLY REQUIRED ABOUT 45-47 PUMPS OF THE EMERGENCY GEAR EXTENSION HANDLE TO MOVE THE GEAR INTO THE DOWN AND LOCKED POSITION; HOWEVER DURING THE ACCIDENT FLIGHT, AFTER ABOUT 10 PUMPS HE COULD SENSE THERE WAS NO HYDRAULIC PRESSURE IN THE SYSTEM AND IT "DIDN'T SEEM NORMAL." THE PILOT CONTINUED TO TRY AND PUMP THE GEAR DOWN FOR ABOUT 20 MINUTES BEFORE HE REALIZED THAT THE MAIN GEAR WAS NOT GOING TO EXTEND AND HE WOULD HAVE TO LAND WITH UNSECURE LANDING GEAR. THE PILOT SAID THAT THE LANDING WAS VERY SMOOTH AND THE MAIN LANDING GEAR HELD THE SUPPORT OF THE AIRPLANE FOR A WHILE BEFORE THEY BOTH COLLAPSED. THE AIRPLANE SKIDDED TO A STOP RESULTING IN SUBSTANTIAL DAMAGE TO THE LEFT WING AND LEFT HORIZONTAL STABILIZER. THE BELLY OF THE FUSELAGE WAS ALSO DAMAGED AND THERE WAS NO DAMAGE TO THE PROPELLER BLADES. THE AIRPLANE WAS RETAINED FOR FURTHER EXAMINATION.

July 26, 1975 - POCA, West Virginia

Damage Level
Substantial

January 28, 2017 - Charleston, West Virginia

Damage Level
Substantial
Description
The pilot reported that, during the landing flare in gusting wind conditions, as he "expected" to touch down, he reduced engine power. The airplane ballooned, followed by a hard landing and a bounce. During a subsequent second bounce, the nose gear collapsed. The airplane then veered left, exited the runway, and came to a stop nose down. The airplane sustained substantial damage to the firewall. The pilot reported there were no preaccident mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation. The pilot landed on runway 23, and the reported the wind was 260° at 11 knots, gusting to 17 knots.

March 19, 2016 - Myrtle Beach, South Carolina

Damage Level
Substantial
Description
The private pilot was conducting a personal cross-country flight. The pilot reported that, shortly after takeoff with the flaps and landing gear retracted, a total loss of electrical power occurred and that he immediately turned back to the departure airport. The landing gear, which is extended and retracted by hydraulic actuators powered by an electrically driven hydraulic power pack, was disabled due to the electrical failure, so the pilot attempted to manually pump the gear down via the emergency gear extension handle; however, after about 10 pumps, it felt like there was no hydraulic pressure in the system. He tried to pump the gear down for about 20 minutes before he realized that the main landing gear (MLG) was not going to extend, and he subsequently landed the airplane with the landing gear unlocked. The pilot said that the landing was smooth and that the MLG initially held the support of the airplane but that it then collapsed. The airplane then skidded to a stop on the runway. Examination of the engine revealed that the loss of electrical power resulted from the alternator's primary wire being separated from its terminal due to corrosion. Examination of the airplane revealed that one of the MLG actuators had sustained impact damage and was leaking a small amount of hydraulic fluid. No other mechanical issues with the landing gear system were observed. The Pilot's Operating Handbook recommends that the fluid level in the hydraulic power pack housed within the control pedestal be checked using the dipstick/filler cap every 25 hours and that, if the fluid level is at or below the ADD line on the dipstick, hydraulic fluid should be added. The hydraulic fluid level was examined several days after the accident, and it was observed at the ADD level. The pilot stated that he did not check the hydraulic fluid level before the accident flight but that he did check it the day before and that the level was "ok" at that time. However, given that the pilot was unable to manually extend the landing gear, there likely was insufficient hydraulic fluid in the system to provide the pressure required to manually extend the landing gear. The reason for the lack of hydraulic fluid could not be determined based on the available evidence.

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Complete History Timeline

📋

Jan 2018

Registration

Registered to SOUTHER FIELD AVIATION INC in AMERICUS, GA




⚠️

Jan 2017

Accident/Incident

Accident with substantial damage




⚠️

Jan 2017

Accident/Incident

Accident with substantial damage




⚠️

Mar 2016

Accident/Incident

Accident with substantial damage




⚠️

Mar 2016

Accident/Incident

Accident with substantial damage




📋

Aug 2015

Registration

Registered to M & L AERONAUTICAL LLC in CHARLESTON, WV




📋

Jan 2013

Registration

Registered to M & L AERONAUTICAL LLC in CHARLESTON, WV




📋

Nov 2008

Registration

Registered to M & L AERONAUTICAL LLC in CHARLESTON, WV




⚠️

Jul 1975

Accident/Incident

Accident with substantial damage




⚠️

Jul 1975

Accident/Incident

Accident with substantial damage




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Frequently Asked Questions

Who owns N59196?

N59196 is currently registered to SOUTHER FIELD AVIATION INC in AMERICUS, Georgia.

What type of aircraft is N59196?

N59196 is a 1973 CESSNA 210L with serial number 21060155.

Has N59196 been in any accidents?

Yes, N59196 has 6 accident/incident report(s) on file with the FAA/NTSB.

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