Aero Commander 500 - B accident near Lubbock, Texas, October 31, 2013
On October 31, 2013 at about 2:40 am local time, a Aero Commander 500 - B, registered N917GT, was substantially damaged in an accident during landing (flare/touchdown) near Lubbock, Texas (Lubbock Preston Smith Internat airport). It was flown under charter and air-taxi rules (Part 135). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot's failure to complete a landing checklist and extend the landing gear, which resulted in a gear-up landing. Contributing to the accident was the pilot's diverted attention to the weather during approach.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 31, 2013 · about 2:40 am local time
- Place
- Lubbock, Texas · Lubbock Preston Smith Internat · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander 500 - B · all 500 - Bs on the register
- Registration
- N917GT · registry record · serial 500B-1137-77
- Damage
- Substantial damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, as the airplane approached the landing airport, he descended through windshear and turbulence before he turned on final; a strong southwest wind caused him to overshoot the final approach segment. The airplane was a "little high and fast," and he was encountering windshear bumps. He reduced engine power and maneuvered back to the runway centerline. He slowed the airplane to landing speed while applying half and then full flaps. The airplane subsequently touched down with the landing gear partially extended. The pilot did not recall seeing the landing gear position lights illuminated green; he further stated that he recited, but did not perform, the landing gear check because he was "very focused" on controlling the airplane through the windshear. He thought he landed the airplane with the gear up, and, at some point during the slide, he instinctively activated the gear handle. He said that he thought that he did not extend the landing gear. Postaccident examination of the landing gear system revealed no evidence of mechanical anomalies that would have precluded normal operation.
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
What happened, in order
- Windshear or thunderstorm during approach
- Landing gear not configured during landing (flare/touchdown) defining event
- Abnormal runway contact during landing (flare/touchdown)
- Collision with terrain or object (not controlled flight into terrain) during landing (flare/touchdown)
The NTSB's findings
- cause Personnel issues › Psychological › Attention/monitoring › Task monitoring/vigilance › Pilot
- cause Personnel issues › Action/decision › Action › Lack of action › Pilot
- cause Aircraft › Aircraft systems › Landing gear system › (general) › Incorrect use/operation
- factor Environmental issues › Conditions/weather/phenomena › Convective weather › Thunderstorm › Effect on personnel
- factor Personnel issues › Psychological › Attention/monitoring › Attention › Pilot
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,521 hours in all; 285 in this make and model; 284 in the last 90 days; 110 in the last 30 days; 1,442 as pilot in command; 565 on instruments
- Last flight review: July 27, 2013
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 24,248 hours
- Last inspection: approved inspection programme, August 1, 2013
- Maximum gross weight: 6,750 lb
- Seats: 2
- Landing gear: retractable
- Engine 1: Lycoming IO-540-E1A5 (piston); 15,761 hours total
- Engine 2: Lycoming IO-540-E1A5 (piston); 15,761 hours total
- Operator: Central Air Southwest
The flight
- Departed from: ELP El Paso TX at 2:00 am
- Destination: LBB Lubbock TX
- Flight plan: IFR
- Runway 35L, 11,500 ft by 150 ft
Weather at the time
- Light: night
- Wind: from 240° at 16 knots
- Visibility: 10 statute miles
- Sky: overcast at 11,000 ft; scat at 7,500 ft
- Temperature: 64°F (18°C), dew point 54°F (12°C)
- Altimeter: 29.86 inHg
- Observation at 1:53 am from LBB
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
9 documents, released by the NTSB on August 20, 2014. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 Redacted | PDF, 9 pages | View Download |
| 2 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 - Operator | PDF, 2 pages | View Download |
| 3 | Weather Observations and Forecast | PDF, 1 page | View Download |
| 4 | 2030 Cst Weather radar 1 of 2 | PDF, 1 page | View Download |
| 5 | 2030 Cst Weather radar 2 of 2 | PDF, 1 page | View Download |
| 6 | 2040 Cst Weather radar | PDF, 1 page | View Download |
| 7 | Record of Conversation – Recovery Personnel | PDF, 1 page | View Download |
| 8 | Record of Correspondence – Operator Maintenance Personnel | PDF, 1 page | View Download |
| 9 | Pilot Information Redacted | PDF, 11 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.