Piaggio P-180 accident near Clearwater, Florida, September 12, 2010
On September 12, 2010 at about 7:30 pm local time, a Piaggio P-180, registered N590JL, was substantially damaged in an accident during takeoff near Clearwater, Florida (St. Petersburg-Clearwater Int. airport). It was a flight test under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The flight crew did not ensure that the landing gear was down and that it indicated down through the takeoff sequence.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 12, 2010 · about 7:30 pm local time
- Place
- Clearwater, Florida · St. Petersburg-Clearwater Int. · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piaggio P-180 · all P-180s on the register
- Registration
- N590JL · registry record · serial 1014
- Damage
- Substantial damage
- Flight
- Flight test · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane had just undergone several inspections, including one that required operational testing of the landing gear and one, the replacement of an elevator flight control surface, that required a flight check. The pilot-in-command (PIC) later stated that he could not recall observing the position of the landing gear selector during his preflight inspection but reported that he would have checked it. He also reported that part of his preflight inspection included testing the landing gear indicator and warning system using the rotary test switch; no discrepancies were reported. The flight crew started the engines and taxied the airplane onto the active runway with the flaps set to the mid position. After the takeoff power was applied and set, the cockpit voice recorder (CVR) recorded the second pilot announce rotation at 80 knots. At the moment the CVR recorded the second pilot announce rotation, the CVR recorded a sound consistent with the hydraulic power pack motor operating for 2 seconds, beginning gear retraction. Following the sound of the motor, the CVR recorded a continuous low-pitch tone on the intercom for the next 14 seconds. The PIC reported that he rotated at 100 knots and, with what he thought were the left and right main landing gears still on the ground, he thought he heard a sound consistent with a blown tire. Recalling that the left elevator had been replaced, he elected to abort the takeoff. He reported that, as he began to retard the throttles and set the nose landing gear onto the runway, he realized that the airplane had descended below the normal wheels-on-ground sight line and that the belly of the aircraft had begun to scrape the runway. The airplane then slid for 1,000 feet before coming to rest upright on the runway with each of the landing gear retracted. After the accident, an individual who helped recover the airplane reported observing the landing gear selector in the up position. The landing gear was lowered and the airplane was then towed to the ramp. Postaccident testing revealed no preaccident mechanical failures or malfunctions of the landing gear or landing gear position and warning system. The investigation was not able to determine who placed the landing gear selector in the up position.
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
- Landing gear not configured during takeoff defining event
- Landing gear collapse during takeoff
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › Landing gear selector › Incorrect use/operation
- cause Personnel issues › Action/decision › Action › Incorrect action performance › Other/unknown
Pilot
- Certificate: airline transport pilot, commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 9,410 hours in all; 186 in this make and model; 98 in the last 90 days; 29 in the last 30 days; 8,076 as pilot in command; 1,262 on instruments
- Last flight review: November 19, 2009
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,046 hours in all; 173 in this make and model; 75 in the last 90 days; 24 in the last 30 days; 844 as pilot in command; 224 on instruments
- Last flight review: November 8, 2009
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 4,642 hours
- Last inspection: continuous airworthiness programme, September 12, 2010
- Maximum gross weight: 10,810 lb
- Seats: 10
- Landing gear: retractable
- Engine: Pratt & Whitney PT6A-66 (turboprop); 0 hours total
- Operator: Get Me There LLC
The flight
- Departed from: PIE Clearwater FL at 7:30 pm
- Destination: PIE Clearwater FL
- Flight plan: none
- Runway 35R, 9,730 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 300° at 8 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 3,300 ft
- Temperature: 90°F (32°C), dew point 75°F (24°C)
- Altimeter: 29.92 inHg
- Observation at 7:44 pm from PIE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 2 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number ERA10LA478.