Rockwell 690B N9KG

Summary

On 25 June 2008 at about 23:00 local time, a Rockwell 690B registered N9KG, operated by Eric Owen, was involved in an accident near Baker City, 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

25 June 2008 at 23:00

Classification

Accident

Location

Baker City, Oregon, United States

Nearest airport

Baker City Municipal Airport (BKE)

Coordinates

44.8372, -117.8092

Aircraft

Rockwell 690B

Registration

N9KG

Category

Airplane

Engines

2

Operator

Eric Owen

Operating rule

Part 91: General Aviation

Purpose of flight

Personal

Phase of flight

Not recorded

Route

Hillsboro → Baker City

Aircraft damage

Substantial

Weather

VMC

Light

Day

NTSB number

SEA08LA157

Nobody was injured.

The landing gear collapse during the landing roll due to the fracture of the inboard hydraulic cylinder clevis pin housing boss for undetermined reasons.

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

Read the full NTSB narrative

The airplane sustained substantial damage following a right main landing gear collapse on its first landing after a 150-hour maintenance inspection. The collapse was due to a fracture and separation of the right main landing gear's housing boss from the inboard hydraulic cylinder clevis. The 150-hour inspection included the installation of a new clevis on the right main landing gear's inboard hydraulic actuator. A postaccident examination by a Federal Aviation Administration inspector revealed that the inboard hydraulic rod bearing attach bolt was screwed all the way in, which was contrary to instructions specified in the maintenance manual. While the manual states that the attach bolt should be backed off three complete turns in order to maintain proper rigging, the manufacturer reported that improper preload adjustment of the right main landing gear actuator cylinder could not create a large enough force to induce the failure of the right main landing gear outer body boss and clevis fitting. A metallurgical examination of the inboard hydraulic cylinder clevis and associated clevis pin housing boss showed that the housing boss had fractured from the main body of the strut and that the fracture was consistent with overstress. There was no evidence of wear or fatigue cracking on either the clevis or the housing boss. The postaccident examination of the airplane, the landing gear system, and its associated components failed to reveal the initiating event that subsequently resulted in the overstress failure and landing gear collapse.

Quoted verbatim from the NTSB record.