Cessna 180K accident near Bremerton, Washington, May 23, 1999
On May 23, 1999 at about 10:35 pm local time, a Cessna 180K, registered N2567K, was substantially damaged in an accident near Bremerton, Washington (Bremerton National airport). It was a personal 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 landing gear attach bolt due to fatigue failure resulting in the left main landing gear collapsing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- May 23, 1999 · about 10:35 pm local time
- Place
- Bremerton, Washington · Bremerton National · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 180K · all 180Ks on the register
- Registration
- N2567K · registry record · serial 18052990
- 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 he performed a normal wheel landing. During the landing roll, the left main gear leg failed. Post-accident inspection revealed that the attachment bolt from the gear leg broke in two pieces. During the metallurgical examination, the specialist found that three major fracture zones were present. Two of the zones were fairly flat and propagated on a plane that was perpendicular to the bolt axis, typical of fatigue progression. One of the zones was covered with heavy accumulation of oxides and corrosion deposits. The other zone was free of oxidation and deposits. The third zone displayed a fracture propagation on a 45 degree slant. This zone was typical of a final overstress separation. The fatigue zones occupied about 75 percent of the bolt cross section at the fracture location. The specialist reported that the presence of oxide and corrosion deposits suggested an 'old crack.' There was no evidence found of thread stripping. Maintenance records indicate that since the time of manufacture in 1978, the aircraft had accumulated a total time of 77 hours. During this time, there were several years in which the aircraft had not been operated.
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
- Flight time: 345 hours in all; 40 in this make and model; 11 in the last 90 days; 1 in the last 30 days
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 77 hours
- Last inspection: annual inspection, February 2, 1999; 8 hours since
- Maximum gross weight: 2,650 lb
- Seats: 6
- Landing gear: fixed
- Engine: Continental O-470-U (piston); 0 hours total
The flight
- Departed from: S36 Crest Airpark WA at 10:00 pm
- Destination: PWT
- Flight plan: none
- Runway 1, 6,200 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 050° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 48°F (9°C)
- Altimeter: 30.00 inHg
- Observation at 10:55 pm from PWT
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.