Omf 100 accident near Glendale, Arizona, June 3, 2020
On June 3, 2020 at about 2:30 am local time, a 2001 Omf 100, registered N225CK, was substantially damaged in an accident during landing (landing roll) near Glendale, Arizona (Glendale Muni 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).
The NTSB's probable cause their words, unchanged
Maintenance personnel’s failure to comply with the procedures of an airworthiness directive, which resulted in a fatigue failure of the longitudinal frame tube during landing and collapse of the right main landing gear.
Source: NTSB aviation accident database, copy made November 2, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 3, 2020 · about 2:30 am local time · cases in 2020
- Place
- Glendale, Arizona · Glendale Muni · cases near this airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Omf 100 160, built 2001
- Registration
- N225CK · registry record · serial 0013
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot and pilot-rated passenger took turns performing touch-and-go maneuvers. According to their recount, the landings were smooth, and they did not observe or hear anything unusual. After their final touchdown, which was also normal, they heard a thud, and the airplane veered to the right. The pilot attempted to correct the movement but was unsuccessful. The airplane departed the right runway edge, the right main landing gear collapsed, and the airplane came to rest. Examination of the airplane revealed that the right main landing gear strut had failed due to preexisting upward crushing deformation of the longitudinal frame tube where it mated with the upper clamp at the outboard right main landing gear location. The longitudinal frame tube was likely crushed during a prior landing, which reduced the clamping force on the gear leg. Witness marks and rubbed surfaces on the longitudinal frame tube and upper clamp surfaces and a fatigue fracture on the inboard attachment bolt suggest that the looseness that resulted from the crushed tube had existed for some time before the accident. Further, the fatigue cracks that led to the fracture of the inboard attachment bolt likely developed due to looseness at the outboard attachment location. The airplane manufacturer released an alert service bulletin (ASB) requiring an inspection of the longitudinal frame tube for cracks at 50-hour intervals and to measure the tube’s wall thickness. The ASB was followed-up by a Federal Aviation Administration airworthiness directive (AD) that referred to the procedures established within the ASB. Entries in the accident airplane’s logbook indicated that the main landing gear had been inspected in accordance with the AD. However, the mechanic who performed the inspection did not comply with the procedures prescribed by the ASB, despite it being a requirement specifically listed in the AD. This required a reinforcement of the frame tube and would have prevented the landing gear failure; however, no repair was ever made.
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
- Loss of control on ground during landing
The NTSB's findings
- Aircraft › Aircraft systems › Landing gear system › Main landing gear › Fatigue/wear/corrosion other cases naming the landing gear
- Personnel issues › Task performance › Maintenance › Scheduled/routine maintenance › Maintenance personnel
- Personnel issues › Action/decision › Action › Incomplete action › Maintenance personnel
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,886.5 hours in all; 100.5 in this make and model; 106 in the last 90 days; 10 in the last 30 days; 1,470 as pilot in command; 1,109 on instruments
- Last flight review: June 1, 2020
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
Pilot-Rated Passenger
- Certificate: private
- Ratings: single-engine land
- Flight time: 89 hours in all; 56 in this make and model; 12 in the last 90 days; 7 in the last 30 days; 40 as pilot in command
- Last flight review: September 26, 2019
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 683.3 hours
- Last inspection: annual inspection, June 26, 2019; 32 hours since
- Maximum gross weight: 2,150 lb
- Seats: 2
- Landing gear: fixed
- Engine: Lycoming O-360-D2A (piston); 0 hours total
The flight
- Departed from: GEU Glendale AZ at 1:30 am
- Destination: GEU Glendale AZ
- Flight plan: none
- Runway 19, 7,150 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 200° at 9 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 12,000 ft
- Temperature: 100°F (38°C), dew point 43°F (6°C)
- Altimeter: 29.80 inHg
- Observation at 2:48 am from GEU
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Photographs from the investigation 3 pictures from the NTSB's docket, as the NTSB released them
Photo 1 – View accident airplane from outboard right wing
Photo 2 – Right horizontal stabilizer
Photo 3 – Right main landing gear support tubingThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
9 documents, released by the NTSB on June 22, 2022. 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 | Materials Laboratory Factual Report 20-045 | PDF, 14 pages | View Download |
| 2 | Weather Reports and Records | PDF, 1 page | View Download |
| 3 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 10 pages | View Download |
| 4 | Record of Conversation | PDF, 1 page | View Download |
| 5 | Aircraft Logbook Excerpt | PDF, 3 pages | View Download |
| 6 | Omf Aircraft Landing Gear Repair Instructions | PDF, 23 pages | View Download |
| 7 | Omf Aircraft Alert Service Bulletin 1107/0002 | PDF, 3 pages | View Download |
| 8 | Release of Aircraft Wreckage, NTSB Form 6120.15 | PDF, 1 page | View Download |
| 9 | Accident Photographs | PDF, 3 pages · our copy | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N225CK on the register today · the tail number may have moved to another aircraft since
- Omf 25 aircraft on the register
- Engine: Lycoming O-360-D2A 4 aircraft carry this series today · as the NTSB recorded it
- Glendale Regional · nearest airport
- Accidents and incidents in Arizona 2,985 since 1982 · 468 in the last ten years
- Arizona 8,426 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/WPR20LA165.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.