# Accident 19960803020739A: Beech B35, Yankton, SD, August 3, 1996

- Type: FAA accident report (Accident/Incident Data System), as reported
- Date: August 3, 1996, 16:35 local time
- Place: Yankton, SD
- Airport: Chan Gurney Municipal
- Damage: Substantial damage
- Phase of flight: Forced Landing
- Operating rules: General operating rules (Part 91)
- Location: 42.8809° N, 97.3895° W: From the FAA, an estimate near the named town, within about 3 miles
- Nearby events: https://openairdocs.org/map.md?lat=42.8809&lon=-97.3895&mi=10
- Aircraft: N3392V, a cancelled registration (https://openairdocs.org/deregistered/N3392V-2009-10-09) (OpenAirDocs)
- Registry model: Beech 35 (registry code 1151502, https://openairdocs.org/model/beech-35) (OpenAirDocs)
- Registry engine: Continental E185 series (registry code 17014, https://openairdocs.org/engine/continental-e185-series) (OpenAirDocs)
- Reported make and model: BEECH B35
- Reported engine: CONT E1858
- People aboard: 4
- Fatal injuries: 0
- NTSB investigation: [NTSB CHI96LA274](https://openairdocs.org/ntsb/CHI96LA274) (OpenAirDocs)
- FAA source: FAA Aviation Safety Information Portal (https://asip.faa.gov/)
- Page: https://openairdocs.org/incident/19960803020739A

## Narrative

As the FAA filed it, in capitals; the FAA replaces private details with ^PRIVACY DATA OMITTED^.

LANDING GEAR PROBLEMS ON APPROACH, MANUALLY LOWERED GEAR, ENGINE SURGED, LANDED SHORT OF RUNWAY,NOSE GEAR RETRACTED (.4)THE AIRPLANE'S NOSE LANDING GEAR WOULD NOT EXTEND.  DURING THE ATTEMPTS TO EXTEND THE NOSE GEAR THE PILOT SAID HE PITCHED THE AIRPLANE UP AND DOWN.  THE PROPELLER BEGAN CAVITATING DURING THESE ATTEMPTS.  THE PILOT REPORTED LOOSING OIL PRESSURE AS HE APPROACHED THE RUNWAY.  WHEN HE FELT HE WOULD BE ABLE TO LAND THE PILOT SAID HE STOPPED THE ENGINE. HE SAID THE AIRPLANE '...JUST QUIT FLYING....'  THE AIRPLANE COLLIDED WITH THE GROUND ABOUT 150 YARDS SHORT OF THE RUNWAY THRESHOLD.  INSPECTION OF THE AIRPLANE REVEALED AN OPEN OIL SUMP QUICK-DRAIN FITTING AND A BROKEN NOSE GEAR RETRACTING ACTUATOR ARM (ARM).  THE BOTTOM OF THE AIRPLANE WAS COVERED WITH OIL.  ABOUT 50 PERCENT OF THE ARM'S FRACTURE SURFACES WERE CORRODED.  REPRESENTATIVES FROM THE AIRFRAME STATED THE FAILED ARM WILL ALLOW THE LANDING GEAR TO BE FREE IN THE NOSEGEAR WELL.  THE OIL QUICK-DRAIN FINGER-HOLDS CAN BE CONTACTED BY THE NOSEGEAR WHEN THE AIRPLANE IS PITCHED UP AND DOWN.  THE PROPELLER MANUFACTURER STATED THE PROPELLER WILL GO INTO A HIGH BLADE ANGLE WHEN THE OIL                                   SUPPLY STOPPED. HE SAID THE ROTATING PROPELLER WILL CAUSE A CONSIDERABLE AMOUNT OF DRAG IF IT IS STILL ROTATING.                                     (-23) PILOT DEPARTED FAIRMONT MN VFR TO YANKTON, SD. UPON ARRIVING AT YANKTON, THE NOSE GEAR DID NOT EXTEND COMPLETELY. THE PILOT COULD NOT EXTEND THE NOSE GEAR THROUGH "EMERGENCY EXTENSION PROCEDURES." THE MAIN GEAR DID EXTEND AND LOCK THROUGH NORMAL AND EMERGENCY PROCEDURES. WHILE ATTEMPTING TO SOLVE THE PROBLEM, THE ENGINE OIL PRESSURE AND RPM BECAME ERRATIC AND FLUCTUATING. PILOT SECURED THE ENGINE FOR AN EMERGENCY LANDING. THE AIRCRAFT LANED SHORT OF THE THRESHOLD. NO FIRE. NO INJURIES.

## The NTSB's investigation of this event (1)

From the NTSB's public API. Aircraft are matched to registry aircraft by N-number and event date, checked against the reported serial number, make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model.

- [NTSB CHI96LA274](https://openairdocs.org/ntsb/CHI96LA274), Aug 3, 1996: Beech 35 (N3392V), Yankton, SD, substantial damage. Probable cause: an improper in-flight decision by the pilot when he shut the engine off as the airplane approached the landing runway. Factors associated with this accident were an inadequate maintenance inspection…

From the FAA Accident/Incident Data System. Reports are matched to registry aircraft by N-number and event date, checked against the reported make and model; the registry's history has gaps, so older matches can be wrong. Compare the reported make and model. For accidents, the NTSB's own investigation is the fuller record.

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