Douglas DC-9-31 accident near Minneapolis, Minnesota, June 4, 2002
On June 4, 2002, a Douglas DC-9-31, registered N8986E, was substantially damaged in an accident near Minneapolis, Minnesota (Minneapolis/St. Paul Intl airport). It was flown under scheduled airline rules (Part 121). No one was hurt; 70 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 right main landing gear due to fatigue.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 4, 2002
- Place
- Minneapolis, Minnesota · Minneapolis/St. Paul Intl · map
- Type
- Accident
- Injuries
- No one was hurt; 70 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Douglas DC-9-31 · all DC-9-31s on the register
- Registration
- N8986E · no longer on the register · serial 47402
- Damage
- Substantial damage
- Flight
- Flight · scheduled airline rules (Part 121)
The NTSB's narrative final · quoted from the NTSB record
During landing rollout the right main landing gear (RMLG) collasped. The captain reported a normal landing was completed by the first officer and when he took over control of the airplane "the aircraft dropped sharply to the right and we began skidding down the runway with a continous warning horn. I continued braking and the aircraft came to a stop on centerline with a significant right lean." According to the NTSB Materials Laboratory Factual Report, the outer cylinder of the RMLG was fractured through the transition area above the fused section, with the fracture located approximately 19 inches from the upper end of the cylinder. The factual report noted the fracture initiation point "lies in the parting plane for the cylinder forging. The dark spot [fracture initiation point] was orientated transverse to the gear about 28 7/8 inches from the lower end of the cylinder." According to the factual report, multiple inclusions and intergranular cracks were uncovered within the examined fracture sample. The inclusions were mostly oxides of aluminum and calcium and some inclusions contained small sulfides of iron and manganese. The report noted there were fracture features that were consistent with overstress separation "emanating from the dark spot [fracture initiation point] with mostly ductile dimple formations and some cleavage like features."
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; instrument: airplane
- Flight time: 8,043 hours in all; 884 in this make and model; 177 in the last 90 days
- Last flight review: January 1, 2002
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; instrument: airplane
- Flight time: 1,844 hours in all; 1,844 in this make and model; 227 in the last 90 days
- Last flight review: July 28, 2001
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 75,241.6 hours
- Last inspection: continuous airworthiness programme
- Maximum gross weight: 108,000 lb
- Seats: 108
- Landing gear: retractable
- Engine: Pratt & Whitney JT8D-7B (turbofan); 0 hours total
The flight
- Departed from: SDF Louisville KY at 10:36 pm
- Destination: MSP Minneapolis MN
- Flight plan: IFR
- Runway 12, 8,200 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: dusk
- Wind: from 090° at 9 knots
- Visibility: 9 statute miles
- Sky: overcast at 1,200 ft
- Temperature: 55°F (13°C), dew point 52°F (11°C)
- Altimeter: 29.88 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 4 | |||
| Passengers | 66 |
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.