Boeing E75 accident near Mcminnville, Oregon, August 15, 2000
On August 15, 2000 at about 7:30 pm local time, a Boeing E75, registered N450UR, was substantially damaged in an accident near Mcminnville, Oregon (Mc Minnville Muni 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 disconnection of the left tailwheel control cable spring resulting in the positioning of the tailwheel in a right turn condition.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 15, 2000 · about 7:30 pm local time
- Place
- Mcminnville, Oregon · Mc Minnville Muni · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Boeing E75 · all E75s on the register
- Registration
- N450UR · registry record · serial 75-5300
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot was making an approach to runway 22 at the McMinnville Municipal airport. He reported that on his second approach the winds remained light and variable, and that during the rollout phase following a 3-point landing, the aircraft began to veer to the right. He reported that he applied full left rudder but could not maintain directional control. A witness reported that he, "saw full left rudder and heard the squeal of the tire, but the airplane continued around to the right and rocked over hitting the left wing tip on the runway." Post-crash examination of the aircraft revealed a crack in the lower left wing aft spar outboard, which required either replacement of the spar or a splice at the crack. During a post-crash ferry flight to nearby Portland International airport, the ATP rated ferry pilot encountered a locked right turn condition. Further examination revealed that the left control cable spring was not attached at the bellcrank behind the rear pilot seat. With the right control cable spring still attached and the left spring disconnected, the tailwheel would then favor a right turn condition regardless of the position of the rudder.
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: commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instrument: airplane
- Flight time: 624 hours in all; 21 in this make and model; 43 in the last 90 days; 19 in the last 30 days; 397 as pilot in command
- Last flight review: March 6, 2000
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 1,007 hours
- Last inspection: annual inspection, July 12, 2000; 15 hours since
- Maximum gross weight: 3,200 lb
- Seats: 2
- Landing gear: fixed
- Engine: Pratt & Whitney R985-AN14B (piston); 0 hours total
The flight
- Departed from: SLE Salem OR at 7:00 pm
- Destination: MMV
- Flight plan: none
- Runway 22, 5,419 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 010° at 6 knots
- Visibility: 10 statute miles
- Sky: scat at 4,400 ft
- Temperature: 70°F (21°C), dew point 46°F (8°C)
- Altimeter: 30.29 inHg
- Observation at 7:53 pm from MMV
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.