Aero Vodochody Aero. Works L-39C accident near Hilton Head Isl, South Carolina, December 16, 2000
On December 16, 2000 at about 7:50 pm local time, a Aero Vodochody Aero. Works L-39C, registered N139CG, was substantially damaged in an accident near Hilton Head Isl, South Carolina (Hiilton Head airport). It was a personal 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 pilot's improper inflight planning/decision and failure to follow the prelanding checklist, resulting in the landing gear not being lowered in sufficient time to be verified down and locked, which resulted in a wheels up landing and substantial 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
- December 16, 2000 · about 7:50 pm local time
- Place
- Hilton Head Isl, South Carolina · Hiilton Head
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Vodochody Aero. Works L-39C L39C
- Registration
- N139CG · no longer on the register · serial 332748
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he had been flying for about 20 minutes and became concerned that fog may be moving into the airport area so he returned for a landing. During landing the pilot said he did not extend the landing gear on the downwind leg as he normally did, and he realized he had not done so late, just prior to landing. He said the landing gear touched the runway before it was fully extended and locked. According to the pilot the landing gear collapsed, and the aircraft slid on its belly to a stop on the runway, incurring substantial damage. The pilot said that no mechanical malfunctions existed with either the aircraft, or its systems prior to the accident.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instrument: airplane; rotorcraft: glider
- Flight time: 4,108 hours in all; 125 in this make and model; 33 in the last 90 days; 9 in the last 30 days; 4,050 as pilot in command; 110 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: frt
The aircraft
- Last inspection: 100-hour inspection; 15 hours since
- Maximum gross weight: 10,000 lb
- Seats: 2
- Landing gear: retractable
- Engine: AI-25-TL (turbojet); 0 hours total
The flight
- Departed from: HXD at 7:20 pm
- Flight plan: none
- Runway 21, 4,300 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 170° at 7 knots
- Visibility: 10 statute miles
- Sky: scat at 7,500 ft
- Temperature: 72°F (22°C), dew point 66°F (19°C)
- Altimeter: 30.00 inHg
- Observation at 7:53 pm from SAV, 30 miles away
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.