Aero Commander 690A accident near Tacoma, Washington, May 30, 2008
On May 30, 2008 at about 6:00 pm local time, a Aero Commander 690A, registered N115AB, was substantially damaged in an accident during landing (landing roll) near Tacoma, Washington (Tacoma Narrows 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 the right 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 30, 2008 · about 6:00 pm local time
- Place
- Tacoma, Washington · Tacoma Narrows · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander 690A A · all 690As on the register
- Registration
- N115AB · no longer on the register · serial 11231
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After landing and during the roll out the right main landing gear collapsed. An examination of the landing gear revealed that the right main landing gear inboard clevis, which serves as the connection between the inboard hydraulic actuating cylinder to the main landing gear body, had failed. A metallurgical examination of the clevis fracture region revealed that it had failed in overstress. 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. During a post accident examination of the right main landing gear a replacement clevis was installed and multiple landing gear extension and retraction cycles were performed. The landing gear system, including the proper sequencing of all components, operated correctly and no anomalies were noted. The reason for the landing 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 landing (landing roll) defining event
- Landing gear collapse during landing (landing roll)
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
- Aircraft › Aircraft systems › Landing gear system › Main landing gear › Failure
Flight instructor
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: powered-lift
- Flight time: 6,300 hours in all; 2,500 in this make and model; 70 in the last 90 days; 25 in the last 30 days; 5,800 as pilot in command; 5,400 on instruments
- Last flight review: January 1, 2008
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
Dual student
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instrument: airplane; rotorcraft: helicopter
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 7,673.1 hours
- Last inspection: 100-hour inspection, October 16, 2007; 0.7 hours since
- Maximum gross weight: 10,325 lb
- Seats: 6
- Landing gear: retractable
- Engine: Honeywell TPE-331-5 (turboprop); 0 hours total
The flight
- Departed from: TIW Tacoma WA at 5:00 pm
- Destination: TIW Tacoma WA
- Flight plan: none
- Runway 17, 5,002 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: overcast at 3,100 ft; clear
- Temperature: 52°F (11°C), dew point 39°F (4°C)
- Altimeter: 30.20 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 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.
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 documents and photographs are the NTSB's docket, the folder of records gathered during the investigation, shown as the NTSB released them (the NTSB redacts some personal details first) and listed under the NTSB's own titles. This site's own text 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 SEA08LA147.