WPR14LA253 · McDonnell Douglas Helicopter 500N
V & A Aviation McDonnell Douglas Helicopter 500N · Accident: landing gear collapse
From Camarillo International Airport (CMA) to Santa Monica Municipal Airport (SMO)
Event
- NTSB case
- WPR14LA253
- Event typeAccident: someone killed or seriously injured, or the aircraft substantially damaged (NTSB definition). Incident: an occurrence that affected or could have affected safety, short of that. Glossary
- Accident
- InvestigationHow far the investigation had got when the record was published: preliminary, ongoing, final or completed. Unknown where the source does not say. Glossary
- Completed
- API-reported fatalities
- 0 · all aircraft and ground
- Ground fatalities
- Unknown
- OperationWhat kind of flying it was, grouped by the rules it flew under: airline (US Part 121), air taxi and commuter (Part 135), general aviation (Part 91 and similar), military or government. Glossary
- General aviation
- WeatherVisual meteorological conditions (VMC): good enough to fly by looking outside. Instrument conditions (IMC): cloud or low visibility, flying by instruments. Glossary
- Visual Meteorological Cond
McDonnell Douglas Helicopter 500N
- Aircraft type
- McDonnell Douglas 500
- Category
- Helicopter
- RegistrationThe aircraft's tail number, such as N12345 or G-ABCD. Registrations are reissued, so the same one years apart can be a different aircraft. Glossary
- N522GS
- Operator
- V & A Aviation
- Onboard fatalities
- Unknown
- Route
- From Camarillo International Airport (CMA), Camarillo, CATo Santa Monica Municipal Airport (SMO), Santa Monica, CA
- Aircraft age
- About 21 years (built 1993)
- Flight rulesThe regulations the flight operated under: in the US, Part 91 (general aviation), Part 121 (airlines), Part 135 (air taxi and commuter) and others; for flights abroad, the NTSB's coarser commercial or non-commercial code. Glossary
- Part 91: General Aviation
- Phase of flightThe stage of the flight when things started to go wrong: standing, taxi, takeoff, initial climb, en route, maneuvering, approach or landing. Glossary
- Landing
- Defining eventThe single coded event the NTSB judges best describes what happened (records from 2008 on). Older records name the first occurrence in the sequence instead. Glossary
- Landing gear collapse
- DamageDestroyed: beyond practical repair. Substantial: damage that affects the structure, performance or handling and normally needs major repair. Minor: less than that. Glossary
- Substantial
Cause areas
- Aircraft › Aircraft systems
Approximate · Coordinates from the NTSB case API, which marks them as estimated or does not say; no uncertainty radius is established.
NTSB narrative
The private pilot/owner of the helicopter was conducting a local personal flight. The pilot reported that, upon landing, he slowly sat the helicopter down on a landing pad and then felt it "drastically" slip to the right. He then lifted the helicopter off the pad, at which time a passenger verified that the right aft landing gear strut was broken. A passenger reported that, upon touchdown, he heard a "loud pop."
The Federal Aviation Administration (FAA) had previously issued an airworthiness directive (AD) applicable to the accident helicopter make and model to detect cracks that could result in the failure of the strut and subsequent loss of helicopter control during landing. The AD required modifications to the landing gear strut rivet holes and fairings and subsequent initial dye penetrant inspections followed by continuing 10x magnified visual inspections at intervals not to exceed every 100 hours time in service or during each annual inspection. According to the FAA, the AD was complied with at an airframe total time of 2,248.3 hours. At the time of the accident, the total airframe time was 2,274 hours.
Examination of the right aft landing gear strut revealed that it had fractured due to undetected fatigue cracking in an inboard rivet hole. The fatigue cracks were very small, and given their size, they likely would not have been detectible by the existing required visual inspections. The cracks initiated after the rivet hole diameter was increased; therefore, they initiated after the initial penetrant inspection.
Although it is possible that the fatigue cracks were the result of a degradation in material properties or, more likely, due to greater loads from a previous hard landing or normal landing on primarily the right skid, the investigation was not able to determine the origin of the fatigue cracks based on the available information.
Probable cause
The fracture of the right aft landing gear strut due to undetected fatigue cracking in an inboard rivet hole.
Verbatim NTSB analysis and probable cause from the NTSB dataset
Sources
NTSB record WPR14LA253
- Event ID
- 20140619X75837
- Case number
- WPR14LA253
- Dataset
- full-current
- Source SHA-256
- 5cf380f0061817c0331a6b2d8cc7e0ee3a79bea469a1001dc5c10e56f35f5ab3
Source notes (4)
- Unreviewed is an editorial label, not an investigation status. API-sourced is not report-checked or human-reviewed. Explicit event totals are used without summing aircraft injury tables; onboard allocation is withheld. Unknown values remain unknown. The operation category is mapped from the NTSB-reported FAR part and has not been reviewed.
- Filled from the NTSB case API where the bulk record had no value: investigation status, coordinates. Values present in the bulk record are kept.
- The date is the local date, which is the same as the UTC date the NTSB stores.
- API snapshot SHA-256: 574db1cfd60152ab438a8676fa9aeac83d01e68616b4410c716785a97f5cfd94; retrieved 2026-09-16T00:07:21.299Z.