Fairchild SA227-AC accident near Covington, Kentucky, November 9, 1990
On November 9, 1990 at about 3:23 am local time, a Fairchild SA227-AC, registered N445AC, was substantially damaged in an accident near Covington, Kentucky (Greater Cinncinnati Int'L airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT-IN-COMMAND'S FAILURE TO EXTEND THE LANDING GEAR PRIOR TO TOUCHDOWN. CHECKRIDE-INDUCED PRESSURE WAS A CONTRIBUTING FACTOR, AND INADEQUATE SUPERVISION BY THE CHECK PILOT WAS A FACTOR.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 9, 1990 · about 3:23 am local time
- Place
- Covington, Kentucky · Greater Cinncinnati Int'L · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Fairchild SA227-AC · all SA227-ACs on the register
- Registration
- N445AC · registry record · serial 445
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT, A COMPANY CHECK AIRMAN, AND AN FAA INSPECTOR WERE ON BOARD THE AIRCRAFT FOR A CHECKRIDE WHICH WAS INTENDED TO REASSESS THE PILOT'S COMPETENCY. A MAINTENANCE TEST (AILERON RIGGING) WAS TO BE PERFORMED IN CONJUNCTION WITH THE CHECK RIDE. THE FIRST MANEUVER TO BE PERFORMED WAS A NO-FLAP LANDING. ALL THREE PILOTS STATED THAT THE PILOT HAD DIFFICULTY MANAGING THE AIRCRAFT WHILE IN THE TRAFFIC PATTERN; AIRSPEEDS WERE TOO SLOW, AND THE PILOT WAS CONSTANTLY MANIPULATING POWER. THE PILOT NEVER CALLED FOR THE BEFORE LANDING CHECKLIST, AND THE AIRCRAFT TOUCHED DOWN ON THE RUNWAY WITH THE LANDING GEAR UP. THE CHECK PILOT STATED THAT THE LANDING GEAR WARNING HORN CAME ON BRIEFLY, BUT THE PILOT ADDED POWER AND SILENCED THE HORN. THE FAA INSPECTOR WAS SEATED IN A PASSENGER SEAT FOR TAKEOFF AND LANDING, AND WAS NOT AWARE THAT THE LANDING GEAR WAS NOT EXTENDED.
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
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,918 hours in all; 1,019 in this make and model; 156 in the last 90 days; 45 in the last 30 days; 3,743 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 15,616 hours
- Last inspection: continuous airworthiness programme, November 8, 1990
- Maximum gross weight: 14,500 lb
- Seats: 21
- Landing gear: retractable
- Engine: Garrett TPE-331 (turboprop); 0 hours total
- Operator: Comair, INC.
The flight
- Flight plan: IFR
- Runway 9R, 7,800 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: night, dark
- Wind: from 110° at 10 knots
- Visibility: 15 statute miles
- Sky: overcast; not recorded
- Temperature: 39°F (4°C), dew point 27°F (-3°C)
- Altimeter: 30.00 inHg
- Observation at 3:20 am from CVG
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| Passengers | 1 |
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.
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.