Rockwell 681 accident near Phoenix, Arizona, March 13, 1994
On March 13, 1994 at about 6:20 am local time, a Rockwell 681, registered N78CH, was substantially damaged in an accident near Phoenix, Arizona (Phoenix Sky Harbor Int. airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 5 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 hydraulic and nitrogen system pressure lines, due to an inadequate maintenance inspection program, which failed to detect the corrosion condition of the lines.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 13, 1994 · about 6:20 am local time
- Place
- Phoenix, Arizona · Phoenix Sky Harbor Int. · map
- Type
- Accident
- Injuries
- No one was hurt; 5 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Rockwell 681
- Registration
- N78CH · registry record · serial 6038
- Damage
- Substantial damage
- Flight
- Flight of an unrecorded kind · charter and air-taxi rules (Part 135)
The NTSB's narrative final · quoted from the NTSB record
The pilot moved the landing gear selector switch to the down position; however, the landing gear did not extend. The pilot used the emergency gear down system; however, both main landing gear extended only partially and the main wheels failed to rotate to the streamlined position. The main gear collapsed on landing, resulting in damage to the lower fuselage bulkheads and gear attach structure. No hydraulic fluid was found in the system lines, and no leaks detected around the landing gear wells. The nitrogen system pressure was measured at 50 psi; the normal system pressure is 425 to 525 psi. Review of the hydraulic system lines revealed a metal line ruptured with hydraulic fluid saturating the immediate area. The maintenance records indicated the ruptured line was an original equipment item and at least 24 years old. A leak was found in the nitrogen system lines in the wing center section crossover line. Corrosion pitting was observed in several places on both of the lines.
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, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 5,800 hours in all; 275 in this make and model; 60 in the last 90 days; 25 in the last 30 days; 5,200 as pilot in command; 700 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,424 hours
- Last inspection: 100-hour inspection, October 26, 1993; 96 hours since
- Maximum gross weight: 9,450 lb
- Seats: 6
- Landing gear: retractable
- Engine: Garrett TPE 331-151K (turboprop); 0 hours total
- Operator: American CORP Aviation
The flight
- Departed from: SOW Show Low AZ at 5:30 am
- Flight plan: IFR
- Runway 26R, 11,001 ft by 150 ft
Weather at the time
- Light: night, dark
- Visibility: 70 statute miles
- Sky: scat at 6,000 ft
- Temperature: 0°F (-18°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 | |||
| Passengers | 2 |
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.