Aero Commander 500B accident near Kansas City, Missouri, September 26, 1987
On September 26, 1987 at about 1:48 am local time, a Aero Commander 500B, registered N192CA, was substantially damaged in an accident near Kansas City, Missouri (Kansas City International airport). It was a flight of an unrecorded kind under charter and air-taxi rules (Part 135). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
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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
- September 26, 1987 · about 1:48 am local time
- Place
- Kansas City, Missouri · Kansas City International
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander 500B · all 500Bs on the register
- Registration
- N192CA · registry record · serial 1225102
- 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 WAS ON APPROACH TO KANSAS CITY INTERNATIONAL WHEN HE WAS REQUESTED TO SLOW DOWN AND FOLLOW ANOTHER AIRCRAFT. HE USED HIS CHECKLIST AND DECIDED TO LEAVE THE GEAR UP UNTIL HE WAS CLOSER TO THE AIRPORT. ON SHORT FINAL HE EXTENDED THE FLAPS BUT FAILED TO EXTEND THE GEAR. THE AIRPLANE SLID FOR 600 FEET. THE CONDENSED CHECKLIST, WHICH THE PILOT WAS USING, DID NOT INCLUDE CHECKING THE LANDING GEAR WARNING HORN BEFORE EXTENDING THE GEAR. THE AMPLIFIED CHECKLIST CONTAINS THIS.
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 multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 6,778 hours in all; 1,216 in this make and model; 135 in the last 90 days; 6,672 as pilot in command
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 7,443 hours
- Last inspection: 100-hour inspection, September 23, 1987; 3 hours since
- Maximum gross weight: 6,750 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming IO-540-E1B5 (piston); 0 hours total
- Operator: Central Airlines,Inc.
The flight
- Departed from: MKC at 3:37 pm
- Flight plan: none
- Runway 19, 10,801 ft by 150 ft
Weather at the time
- Light: night, bright
- Wind: from 090° at 7 knots
- Visibility: 15 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 61°F (16°C)
- Altimeter: 29.00 inHg
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.
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 MKC87LA178.