Rockwell 690C accident near Minden, Nevada, May 3, 2008
On May 3, 2008 at about 1:40 am local time, a Rockwell 690C, registered N980AK, was substantially damaged in an accident during taxi (into takeoff position) near Minden, Nevada (Minden-Tahoe 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).
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The NTSB's probable cause their words, unchanged
The collapse of both main landing gear for undetermined reasons.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 3, 2008 · about 1:40 am local time
- Place
- Minden, Nevada · Minden-Tahoe · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Rockwell 690C
- Registration
- N980AK · registry record · serial 11636
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While beginning a 90-degree right turn onto the active runway for takeoff, both the left and right main landing gear partially collapsed. A Federal Aviation Administration inspector said the airplane's clam shell gear doors remained in the closed position, which is inconsistent with the landing gear being in an intransit operating mode, and the gear select handle was found in the DOWN position. The left main landing gear's inboard clevis, which secures the left gear's inboard hydraulic actuator to the gear's trunnion boss, was fractured. It had been installed incorrectly and had missed the barrel nut, which retains the clevis in the trunnion. When removed, the clevis bolt rotated relatively easily and the nut appeared to be incorrectly located. Maintenance personnel who had installed the clevis during the previous inspection, 26 days and 13 operating hours before the accident, stated that the breakage of the clevis pin would not be caused by the installation. A metallurgical examination of the fracture region revealed that the clevis failed during a single bending overstress event. No preexisting cracks or corrosion were noted at the fracture and the laboratory could not determine an underlying reason for the overstress fracture. The main landing gear is retained in the down and locked position by hydraulic pressure being applied to the inboard main landing gear actuating cylinder, as well as being assisted by the outboard main landing gear (hydraulic-pneumatic) actuating cylinder. Additionally, bungee cords attached to the main landing gear drag braces assures that the main landing gear is locked and retained in the down position. As a result of these redundant features that are designed to ensure that the main landing gear is locked in the down position, the gear collapse cannot be positively attributed to the failure of the clevis. An inspection of the right main landing gear's components failed to reveal any anomalies that would have precluded normal operation. After the failed clevis was replaced, multiple landing gear retraction and extension cycles were performed with no anomalies noted. The reason for the gear collapse was undetermined.
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
What happened, in order
- Sys/Comp malf/fail (non-power) during taxi (into takeoff position)
- Landing gear collapse during taxi (into takeoff position) defining event
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- cause Aircraft › Aircraft systems › Landing gear system › Main landing gear › Failure
Pilot
- Certificate: commercial pilot, private
- Ratings: multi-engine land; single-engine land; instrument: airplane; rotorcraft: helicopter
- Flight time: 5,000 hours in all; 1,500 in this make and model; 35 in the last 90 days; 18 in the last 30 days; 5,000 as pilot in command
- Last flight review: May 1, 2008
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,204.2 hours
- Last inspection: annual inspection, March 28, 2008; 13 hours since
- Maximum gross weight: 12,500 lb
- Seats: 9
- Landing gear: retractable
- Engine 1: Airesearch TPE331-6-251M (turboprop); 0 hours total
- Engine 2: Airesearch TPE331-6-251M (turboprop); 0 hours total
The flight
- Departed from: MEV Minden NV
- Destination: MRY Monterey CA
- Flight plan: IFR
- Runway 16, 7,400 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 180° at 7 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 8,500 ft
- Temperature: 63°F (17°C), dew point 23°F (-5°C)
- Altimeter: 30.10 inHg
- Observation at 1:53 am from TVL, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 | |||
| Passengers | 1 |
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 docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site 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 SEA08LA117.