Rockwell 690A N690RE

Summary

On 15 July 2002 at about 19:10 local time, a Rockwell 690A registered N690RE, operated by Gisler, Patrick M, was involved in an accident near Crescent Lake, Oregon, United States. One person was on board and nobody was injured. The aircraft was substantially damaged. The NTSB has published a probable cause for this accident; it is quoted in full below.

Date

15 July 2002 at 19:10

Classification

Accident

Location

Crescent Lake, Oregon, United States

Nearest airport

Crescent Lake State (5S2)

Coordinates

43.5314, -121.9489

Aircraft

Rockwell 690A

Registration

N690RE

Category

Airplane

Engines

2

Operator

Gisler, Patrick M

Operating rule

Part 91: General Aviation

Purpose of flight

Business

Phase of flight

Not recorded

Route

Redmond → Crescent Lake

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

SEA02LA129

Nobody was injured.

The pilot's failure to maintain proper rate of descent resulting in a hard landing and subsequent nose gear separation. Contributing factors were the turbulent crosswind conditions the pilot encountered just before touchdown.

Quoted verbatim from the NTSB record. This site does not paraphrase or interpret it.

Read the full NTSB narrative

The pilot called the Oregon State Department of Aeronautics and was briefed on the conditions related to the 3,900 foot long, paved runway at Crescent Lake as well as the shifting wind conditions encountered at the airport. Upon arrival at the airport in the Rockwell 690A turboprop twin, the pilot set up for an approach to runway 31. The aircraft's GPS/Air Data computer indicated southwesterly winds at 7 knots and the windsock indicated southerly winds. He also reported that the windsock was indicating southerly winds at about half a sock. Approximately 30 feet above the runway threshold, in the landing configuration and at 90 knots, the pilot encountered turbulent/wind shift conditions. The stall warning sounded, the nose dropped, and indicated airspeed dropped abruptly from 90 knots to about 80 knots. The pilot applied full power and pitched the nose up about 15 degrees but was unable to arrest the descent rate during which the empennage impacted the runway surface slightly north of the displaced threshold. The aircraft 's nose wheel struck the runway immediately thereafter, and the nose gear separated with the aircraft skidding approximately 1,300 feet down the runway to a stop. There were no published restrictions for the use of either runway 13 or 31.

Quoted verbatim from the NTSB record.