Cessna 560XL incident near Nantucket, Massachusetts, October 19, 2012
On October 19, 2012 at about 6:12 pm local time, a Cessna 560XL, registered N576QS, suffered minor damage in an incident during initial climb near Nantucket, Massachusetts (Nantucket Memorial airport). It was flown under charter and air-taxi rules (Part 135). 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 incorrect installation of the left main gear aft trunnion pivot pin by maintenance personnel, which resulted in separation of the aft portion of the left main gear trunnion from the aft trunnion fitting and minor damage to the airplane.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 19, 2012 · about 6:12 pm local time
- Place
- Nantucket, Massachusetts · Nantucket Memorial · map
- Type
- Incident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 560XL · all 560XLs on the register
- Registration
- N576QS · registry record · serial 560-5708
- Damage
- Minor damage
- Flight
- Flight · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
Shortly after takeoff, a tower air traffic controller notified the flight crew that fuel was pouring from the left wing. The crew also noted hydraulic and flight control annunciator messages and a gear unlocked indication. The flight remained in the traffic pattern and the airplane landed with a fuel imbalance of about 1,000 pounds. An examination of the airplane after the incident revealed minor damage in the left wing and gear well areas. The left main gear aft trunnion pivot pin was not in place, resulting in separation of the aft portion of the left main gear trunnion from the aft trunnion fitting. The end of the aft trunnion punctured the interior of the gear well, resulting in damage to surrounding structure and damage to the fuel cell and hydraulic line. The damage resulted in the fuel leak and the flight control and hydraulic messages. The pin was later found loose and undamaged in the flap track area of the left wing. The aft trunnion pivot pin retaining bolt that was intended to restrain the pivot pin was in place and secured with a nut and cotter pin. A review of maintenance records for the airplane revealed that the left main gear trunnion was removed and replaced with a new unit about six weeks before the incident. The maintenance was performed by an outside vendor. According to the airplane maintenance manual, when installing the aft main landing gear trunnion, the trunnion pivot pin must be slid forward, aligning a hole in the trunnion with a hole in the pivot pin. The trunnion pivot pin is then secured in place with the retaining bolt, washers, nut, and cotter pin. It is likely that the incorrect installation of the left main gear aft trunnion allowed the aft trunnion pivot pin to eventually exit the trunnion and attach fitting. This allowed the aft trunnion to puncture the interior of the gear well.
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
- Aircraft maintenance event during prior to flight
- Miscellaneous/other during initial climb defining event
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › Main landing gear attach sec › Incorrect service/maintenance
- cause Personnel issues › Task performance › Maintenance › Installation › Maintenance personnel
Pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 8,680 hours in all; 387 in this make and model; 74 in the last 90 days; 26 in the last 30 days
- Last flight review: July 23, 2012
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Co-pilot
- Certificate: airline transport pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 14,942 hours in all; 830 in this make and model; 110 in the last 90 days; 40 in the last 30 days
- Last flight review: August 17, 2012
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 4,843 hours
- Last inspection: approved inspection programme, September 5, 2012; 53 hours since
- Maximum gross weight: 20,200 lb
- Seats: 9
- Landing gear: retractable
- Engine 1: P&W Canada PW545B (turbofan); 0 hours total
- Engine 2: P&W Canada PW545B (turbofan); 0 hours total
- Operator: Netjets Aviation, Inc.
The flight
- Departed from: ACK Nantucket MA at 6:12 pm
- Destination: LEX Lexington KY
- Flight plan: IFR
- Runway 06, 6,303 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 130° at 18 knots, gusting 24
- Visibility: 8 statute miles
- Sky: overcast at 9,000 ft; scat at 500 ft
- Temperature: 64°F (18°C), dew point 63°F (17°C)
- Altimeter: 29.90 inHg
- Observation at 5:53 pm from ACK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.