Rockwell 690B accident near Fort Worth, Texas, August 2, 1984
On August 2, 1984 at about 8:20 pm local time, a Rockwell 690B, registered N81865, was substantially damaged in an accident near Fort Worth, Texas (Meacham airport). It was a business flight under general aviation rules (Part 91). 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 NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 2, 1984 · about 8:20 pm local time
- Place
- Fort Worth, Texas · Meacham · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Rockwell 690B
- Registration
- N81865 · registry record · serial 11510
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE ACFTS RIGHT MAIN LANDING GEAR RETRACTED DURING LANDING ROLL. DURING INITIAL EXAMINATION OF THE GEAR BY FAA IT WAS NOTED THAT ONE OF THE TWO CLEVIS FITTINGS HAD SEPARATED FROM THE GEAR CASTING. IT REMAINED ATTACHED TO THE ROD END BEARING ON THE PUSH/PULL ROD OF THE EXTEND/RETRACT CYLINDER. TWO PERSONS PUSHING ON THE LANDING GEAR DRAG BRACE ATTEMPTED TO UNLOCK THE SYSTEM. THEY WERE UNSUCCESSFUL. THE DOWNLOCK NITROGEN CHARGE WAS BLED OFF AND THEN ONE PERSON COULD PUSH THE DRAG BRACE ENOUGH TO ACTIVATE THE GEAR LIGHT AND HORN IN THE COCKPIT. AFTER THE OTHER DOWNLOCK DEVICES INTHE FORM OF BUNGER CORDS WERE REMOVED, LIGHT PRESSURE ON THE DRAG LINK ACTIVATED THE UNSAFE LIGHT AND HORN. THIS ACTION TOOK PLACE AFTER 1/8 INCH MOVEMENT OF THE DRAG BRACE. ONE INCH MOVEMENT WAS NECESSARY TO 'UNLOCK' THE GEAR FOR RETRACTION. THE DRAG BRACE WAS EXAMINED FOR EVIDENCE OF SOME OBJECT HAVING HIT IT WITH ENOUGH FORCE TO UNLOCK IT. DURINGLANDING. NO SUCH EVIDENCE WAS FOUND.
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, commercial pilot, private
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 6,210 hours in all; 1,810 in this make and model; 88 in the last 90 days; 5,860 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 1,462 hours
- Last inspection: 100-hour inspection, July 25, 1984; 2 hours since
- Maximum gross weight: 9,000 lb
- Seats: 11
- Landing gear: retractable
- Engine: Airesearch TPE331-5-251K (turboprop); 0 hours total
The flight
- Departed from: DAL Dallas TX at 8:00 pm
- Flight plan: none
- Runway 16L, 7,500 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 140° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 5,000 ft
- Temperature: 90°F (32°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.