Cessna 421B accident near Clearwater, Florida, June 19, 1982
On June 19, 1982 at about 6:00 pm local time, a Cessna 421B, registered N100CA, was substantially damaged in an accident near Clearwater, Florida (St. Petersburg Clearwater airport). It was a personal flight under general aviation rules (Part 91). 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 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 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 19, 1982 · about 6:00 pm local time
- Place
- Clearwater, Florida · St. Petersburg Clearwater
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 421B · all 421Bs on the register
- Registration
- N100CA · registry record · serial 421B0503
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WHILE ON THE LANDING ROLL, THE RIGHT MAIN GEAR COLLAPSED. AN INVESTIGATION REVEALED THAT THE SIDE LOCK LINK, PN 0841111-1, ON THE RIGHT MAIN GEAR HAD FAILED.
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; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 14,800 hours in all; 200 in this make and model; 100 in the last 90 days; 40 in the last 30 days; 13,600 as pilot in command; 3,400 on instruments
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: unk
The aircraft
- Airframe total time: 1,564 hours
- Last inspection: inspection type not recorded; 50 hours since
- Maximum gross weight: 7,450 lb
- Seats: 8
- Landing gear: retractable
- Engine: Continental GTSIO-520-H (piston); 0 hours total
- Operator: Stan-Dan INC.
The flight
- Departed from: PIE Clearwater FL at 1:30 pm
- Destination: PIE Clearwater FL
- Flight plan: none
- Runway 4, 5,722 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 350° at 5 knots
- Visibility: 14 statute miles
- Sky: broken clouds at 3,000 ft; not recorded
- Temperature: 190°F (88°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 1:55 pm from PIE
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| 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.
Other NTSB records under N100CA the same tail number, which may have belonged to a different aircraft at the time
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number MIA82DA137.