Cessna 172RG accident near Billings, Montana, September 26, 2002
On September 26, 2002 at about 5:35 pm local time, a Cessna 172RG, registered N6525R, was substantially damaged in an accident near Billings, Montana (Billings Logan International airport). It was an instructional 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
The failure of the landing gear actuator during landing as a result of fatigue.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 26, 2002 · about 5:35 pm local time
- Place
- Billings, Montana · Billings Logan International · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 172RG · all 172RGs on the register
- Registration
- N6525R · no longer on the register · serial 172RG0194
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that after completing commercial maneuvers for a commercial check ride, the flight returned to the airport for touch-and-go landings. While in the pattern, the landing gear was extended, however, the right main landing gear did not fully extend. Several attempts were made to extend the right main with no success. The aircraft was eventually landed with the left main and nose gear extended. When the aircraft settled on the right side, the aircraft skidded off the runway. Post crash inspection of the right main landing gear found that the main landing gear actuator was broken. Examination of the actuator determined that the component fractured in two locations. The fracture surfaces indicated the presence of closely spaced fatigue striations on the fracture surfaces that were located at the housing roller. The fracture surfaces that were located at the forward attaching bolt were indicative of overload.
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: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 225 hours in all; 15 in this make and model; 50 in the last 90 days; 16 in the last 30 days; 155 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
Pilot (unmanned)
- Injury: no injuries
The aircraft
- Airframe total time: 4,718 hours
- Last inspection: 100-hour inspection, August 29, 2002; 31 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-F1A6 (piston); 0 hours total
The flight
- Departed from: BIL Billings MT at 4:00 pm
- Destination: BIL
- Flight plan: none
- Runway 28R, 10,528 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 180° at 7 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 9,000 ft
- Temperature: 54°F (12°C), dew point 41°F (5°C)
- Altimeter: 29.89 inHg
- Observation at 5:35 pm from BIL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.