Aero Commander 500-A accident near Billings, Montana, May 9, 1998
On May 9, 1998 at about 5:05 pm local time, a Aero Commander 500-A, registered N9382R, was substantially damaged in an accident near Billings, Montana (Billings airport). It was a positioning 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
Failure of the main landing gear strut outer-body to inner-body needle bearing from the lack of lubrication and the development of corrosion. An inadequate manufacturer's inspection program was a factor.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 9, 1998 · about 5:05 pm local time
- Place
- Billings, Montana · Billings
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Aero Commander 500-A · all 500-As on the register
- Registration
- N9382R · registry record · serial 500A-899-8
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that, after takeoff, the left-main landing gear would not fully retract. The pilot stated that he then extended the landing gear and performed various emergency procedures in an attempt to fully extend the left-main. The pilot was unable to get the left-main to lock in the down position and elected to land the airplane with the right-main and nosewheel extended. During the landing roll, the left-main gear collapsed and the airplane slid to a stop. Inspection of the left-main landing gear revealed that the upper-main landing gear strut's outer-body to inner-body needle bearing had failed, and the lower needle bearing was near failure. The lack of lubrication in this area was noted, along with evidence of severe corrosion development. The Manufacturer's Inspection Program for this model aircraft does not address a calendar and/or time inspection interval, or lubrication interval for the upper and lower needle bearing.
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; single-engine land; instructor: airplane single-engine; instrument: airplane
- Flight time: 1,420 hours in all; 215 in this make and model; 180 in the last 90 days; 60 in the last 30 days; 700 as pilot in command
- Medical certificate: Class 1 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 15,233 hours
- Last inspection: approved inspection programme, April 19, 1998; 30 hours since
- Maximum gross weight: 6,750 lb
- Seats: 2
- Landing gear: retractable
- Engine: Lycoming IO-540-E1A5 (piston); 0 hours total
The flight
- Destination: MOT Minot ND
- Flight plan: IFR
- Runway 28R, 10,528 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 310° at 4 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 3,000 ft; not recorded
- Temperature: 46°F (8°C), dew point 39°F (4°C)
- Altimeter: 29.00 inHg
- Observation at 5:15 pm from BIL
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.