Cessna 421B accident near Carlsbad, California, June 22, 2017
On June 22, 2017 at about 8:25 pm local time, a 1972 Cessna 421B, registered N380AL, was substantially damaged in an accident during landing (landing roll) near Carlsbad, California (Mc Clellan-Palomar 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 right main landing gear collapse for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 22, 2017 · about 8:25 pm local time
- Place
- Carlsbad, California · Mc Clellan-Palomar · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Cessna 421B B, built 1972 · all 421Bs on the register
- Registration
- N380AL · registry record · serial 421B0329
- 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 touchdown on the runway and rollout were normal but that the airplane began to wobble as it decelerated to about 10 to 15 mph. He maintained directional control without braking. However, the wobble worsened, and the right main landing gear collapsed, which resulted in substantial damage to the right wing. Postaccident examination of the airplane revealed that the right main landing gear torque link pivot bolt assembly was severed, and the two inboard spacer washers, nut, and cotter pin were not located. Additionally, the the landing gear trunnion was partially separated from the wing structure. Vertical scuffing was observed on the outboard crown of the right main landing gear tire, which is consistent with the wheel skidding along the ground after becoming misaligned about 90° from normal. Metallurgical examination of the torque link pivot bolt revealed that the bolt fractured through the threaded region at the edge of the pivot barrel in bending overstress, with no evidence of preexisting cracking or corrosion. In addition, the trunnion fractured in overstress, with no evidence of preexisting fatigue cracks or fractures. Alignment of the wheel is achieved by washers installed between the upper and lower torque link assemblies; disconnection of the upper and lower torque link assemblies from one another could result in wheel misalignment, vibration, and ultimately failure of the main landing gear. However, due to postaccident damage to the landing gear and the unrecovered components, there was insufficient evidence available to determine why the right main landing gear collapsed.
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
- Landing gear collapse during landing (landing roll) defining event
- Collision with terrain or object (not controlled flight into terrain) during landing (landing roll)
The NTSB's findings
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: instrument airplane; instrument: airplane; rotorcraft: glider
- Flight time: 2,830 hours in all; 0.5 in this make and model; 10.5 in the last 90 days; 2,708 as pilot in command; 1,994 on instruments
- Last flight review: February 3, 2017
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: no injuries
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Medical certificate: Class 1
- Seat: rgt
- Injury: no injuries
The aircraft
- Last inspection: annual inspection
- Maximum gross weight: 7,449 lb
- Landing gear: retractable
- Engine 1: Cont Motor GTSIO-520-C (piston); 0 hours total
- Engine 2: Cont Motor GTSIO-520-C (piston); 0 hours total
The flight
- Departed from: F70 Temecula CA at 7:45 pm
- Destination: CRQ Carlsbad CA
- Flight plan: none
- Runway 24, 4,897 ft by 150 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 250° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 70°F (21°C), dew point 61°F (16°C)
- Altimeter: 29.84 inHg
- Observation at 7:53 pm from KCRQ
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
9 documents, released by the NTSB on December 30, 2020. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | NTSB Lab Examination | PDF, 2 pages | View Download |
| 2 | NTSB Materials Laboratory Photos | PDF, 5 pages | View Download |
| 3 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 4 | Flight Instructor Statement | PDF, 2 pages | View Download |
| 5 | Record of Conversation - FAA Inspector | PDF, 1 page | View Download |
| 6 | Landing Gear Examination Summary | PDF, 5 pages | View Download |
| 7 | Service Kit SK421-118 | PDF, 3 pages | View Download |
| 8 | Illustrated Parts Catalog - Main Gear Strut Installation | PDF, 3 pages | View Download |
| 9 | Photos of the Accident Airplane - Courtesy of the FAA | PDF, 16 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.