Grumman G-44 accident near Hermiston, Oregon, December 29, 2000
On December 29, 2000, a Grumman G-44, registered N69058, was substantially damaged in an accident near Hermiston, Oregon (Hermiston Municipal airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Three out of four snap rings holding the pistons for the landing gear actuators failed which resulted in the landing gear collapsing during landing. On ground collision with a berm was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 29, 2000
- Place
- Hermiston, Oregon · Hermiston Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Grumman G-44 · all G-44s on the register
- Registration
- N69058 · registry record · serial 1291
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that when he lowered the landing gear, he noted that the gear unsafe light was illuminated. Several attempts were made to either extend or retract the landing gear both mechanically and manually. After all attempts were exhausted, the pilot initiated a landing to the grass area between the runway and the taxiway. When the airplane touched down, the landing gear collapsed and the aircraft slid on its belly. As the airplane slowed, the keel caught on a berm and the aircraft started to turn. The left wing contacted the ground which damaged the wing spar. Inspection of the landing gear revealed that three out of the four snap rings holding the pistons for the landing gear actuators failed. The snap rings are "on condition" items and were last returned to service in 1991.
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; multi-engine sea; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Flight time: 25,000 hours in all; 370 in this make and model; 30 in the last 90 days; 10 in the last 30 days; 25,000 as pilot in command; 5,000 on instruments
- Last flight review: August 15, 2000
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,684 hours
- Last inspection: annual inspection, May 1, 2000; 63 hours since
- Maximum gross weight: 5,500 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming GO-480 (piston); 0 hours total
The flight
- Departed from: MMV Mcminnville OR at 10:00 pm
- Destination: HRI Hermiston OR
- Flight plan: IFR
- Runway 22, 4,500 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: dusk
- Visibility: 7 statute miles
- Sky: overcast at 600 ft
- Temperature: 37°F (3°C), dew point 0°F (-18°C)
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.