Cessna 650 accident near Columbus, Ohio, January 22, 1999
On January 22, 1999 at about 8:20 pm local time, a Cessna 650, registered N782QS, was substantially damaged in an accident near Columbus, Ohio (Port Columbus Int'L airport). It was an instructional flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The collapse of the airplane's right main landing gear due to inadequate design by its manufacturer.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 22, 1999 · about 8:20 pm local time
- Place
- Columbus, Ohio · Port Columbus Int'L · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 650 · all 650s on the register
- Registration
- N782QS · registry record · serial 7082
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While landing on runway 28L, the airplane's right main landing gear collapsed. The airplane veered off the right side of the runway and impacted a taxiway sign. Examination of the landing gear system did not reveal any malfunctions or internal component failures. Further testing revealed it was possible for the airplane's side brace actuator to unlock mechanically by repeated cyclic compressive loading. When the compressive load was cycled between near zero, up to values ranging from 1/2 the maximum limit value to near the maximum limit value, the side brace actuator could be induced to unlock in a minimum of 50 cycles. Winds reported at the airport about 30 minutes prior to the accident were from 170 degrees at 14 knots, with 19 knot gusts.
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, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 5,500 hours in all; 267 in this make and model; 44 in the last 90 days; 14 in the last 30 days; 4,350 as pilot in command; 2,900 on instruments
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 2 hours
- Last inspection: approved inspection programme, January 22, 1999; 2 hours since
- Maximum gross weight: 22,650 lb
- Seats: 10
- Landing gear: retractable
- Engine: Garrett TFE731-4R-2S (turbofan); 0 hours total
The flight
- Departed from: LUK Cincinnati OH at 8:00 pm
- Destination: CMH
- Flight plan: IFR
- Runway 28L, 10,250 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 170° at 14 knots, gusting 19
- Visibility: 10 statute miles
- Sky: broken clouds at 25,000 ft; scat at 10,000 ft
- Temperature: 70°F (21°C), dew point 54°F (12°C)
- Altimeter: 29.00 inHg
- Observation at 7:51 pm from CMH
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 | |||
| 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.