Piper PA-24-250 accident near Lubbock, Texas, December 1, 1997
On December 1, 1997, a Piper PA-24-250, registered N6661P, was substantially damaged in an accident near Lubbock, Texas (Lubbock International airport). It was a personal flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The inadequate maintenance of the landing gear assembly by maintenance personnel resulting in a partial gear extension, and the pilot's misjudgment of a proper touchdown point to intentionally shut down the engine resulting in the airplane landing short of the runway. A factor was the soft terrain.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 1, 1997
- Place
- Lubbock, Texas · Lubbock International · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-24-250 · all PA-24-250s on the register
- Registration
- N6661P · no longer on the register · serial 24-1784
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the initial takeoff departure climb, the gear would not retract and the pilot returned to the airport where a mechanic examined the gear, serviced the struts, and performed a retraction test (gear were extended and retracted 3 consecutive times). Subsequently, the flight departed on the cross country flight with a planned refueling stop. During the approach, the gear would not extend. The pilot maneuvered in the area and performed the emergency gear extension procedures; however, the gear would not go beyond 1/2 extension. During the final approach to the runway, the pilot shut down the engine and the airplane landed short of the runway. The FAA inspector and a mechanic found that the 'slide tubes on the main gear had accumulated a lot of dirt causing some binding on their normal operation. This binding consistently caused the gear electric motor circuit breaker to pop.' The gear could be extended manually by the FAA inspector and the mechanic. Flight time since the last annual inspection was 57 hours.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 3,865 hours in all; 3,862 in this make and model; 50 in the last 90 days; 11 in the last 30 days; 3,830 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,151 hours
- Last inspection: annual inspection, April 30, 1997; 57 hours since
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540-A1C5 (piston); 0 hours total
The flight
- Departed from: SAT San Antonio TX at 6:15 pm
- Destination: LBB
- Flight plan: IFR
- Runway 35L, 11,500 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 020° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 46°F (8°C), dew point 43°F (6°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| 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.
Other NTSB records under N6661P the same tail number, which may have belonged to a different aircraft at the time
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.