Boeing 737-200 incident near Anchorage, Alaska, June 7, 1993
On June 7, 1993 at about 6:28 am local time, a Boeing 737-200, registered N673MA, suffered minor damage in an incident near Anchorage, Alaska (Anchorage International airport). It was a ferry flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE FAILURE OF THE NOSE LANDING GEAR INNER CYLINDER FROM AN OVERLOAD/OVERSTRESS CONDITION.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 7, 1993 · about 6:28 am local time
- Place
- Anchorage, Alaska · Anchorage International · map
- Type
- Incident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing 737-200 · all 737-200s on the register
- Registration
- N673MA · registry record · serial 23124
- Damage
- Minor damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WHILE TAXIING OFF THE RUNWAY AT DILLINGHAM, ALASKA, THE FLIGHT CREW HEARD A 'POP' AND 'GRINDING' SOUND. THE AIRPLANE WAS SUBSEQUENTLY FERRIED TO ANCHORAGE WITH THE NOSE GEAR PINNED IN THE DOWN POSITION. UPON TOUCHDOWN IN ANCHORAGE, THE NOSE GEAR SEPARATED FROM THE AIRPLANE. A METALLURGICAL EXAMINATION OF THE AFFECTED COMPONENTS, PRIMARILY THE NOSE LANDING GEAR INNER CYLINDER, SHOWED THAT THE INNER CYLINDER HAD SEPARATED CLOSE TO THE LOWER END NEAR THE AXLES FOR THE TIRES. VISUAL EXAMINATION OF THE FRACTURE SURFACE WITH THE AID OF A BENCH BINOCULAR MICROSCOPE REVEALED FEATURES TYPICAL OF AN OVERSTRESS SEPARATION INCLUDING CHEVRON MARKS OVER THE MAJORITY OF THE FRACTURE SURFACE AND THE PRESENCE OF A 45 DEGREE FRACTURE PLANE. DURING THE PREVIOUS 12 MONTH PERIOD THERE WERE NO 'HARD' LANDINGS ON RECORD FOR THE AIRPLANE.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 7,500 hours in all; 3,000 in this make and model; 112 in the last 90 days; 26 in the last 30 days
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 25,472 hours
- Last inspection: continuous airworthiness programme, June 6, 1993; 1 hours since
- Maximum gross weight: 128,000 lb
- Landing gear: retractable
- Engine: P&W JT8D-17A (turbofan); 0 hours total
- Operator: Markair INC.
The flight
- Departed from: DLG Dillingham AK
- Flight plan: IFR
- Runway 14, 10,496 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 140° at 12 knots
- Visibility: 60 statute miles
- Sky: broken clouds at 12,000 ft; scat at 5,500 ft
- Temperature: 52°F (11°C), dew point 39°F (4°C)
- Altimeter: 29.00 inHg
- Observation at 1:41 am from ANC, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N673MA the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.