What happened
The FAA’s narrative, in sentence case. The FAA writes it in capitals and removes private details.
privacy data omitted Mrh
On August 7, 2026, at 2330Z, aircraft privacy data omitted departed the runway surface during a landing attempt on runway 22 at Beaufort-morehead city airport (kmrh). Winds were 9 KTS from 200 visibility 10SM and the runway was dry.
Initial investigation privacy data omitted first visible contact of prop to runway happened approximately 1000 ft from threshold of 22 down the center line. After initial prop strike and 10-15 turns for about 50FT the prop did not show serrations on the ground and then prop strike serrations continued until the aircraft stopped forward motion. An eyewitness to the incident provided a written statement dated 07 August 2026. He stated "the aircraft was flying a stable approach on what appeared to be a proper glideslope. Prior to crossing the runway threshold, I witnessed all 3 landing gear in the down position. The aircraft made a smooth, coordinated touchdown". The witness also stated in a phone conversation again that all 3 gear were in the down position; they were not moving or in transition. Paint transfer was noted in the LH gear location on the runway. No LH main gear or nose gear tires marks could be identified. Paint transfer marks were noted due to the weather pod on the LH wing. RH main gear tire did leave marks on the runway approximately 300 ft as the airplane started to displace to the LH exiting the runway. At approximately halfway to the length of runway length the airplane departed runway to the left coming to rest about 50FT in the grass portion of the apron. The engine was still running at that time. Damage was to the LH wing, engine, prop, cowling and flaps. Nose gear and LH gear were still contained in gear well. No hydraulic leaks were noted on the flaps inside the nose or the cowling near the location of the hydraulic power pack. Fluid levels were verified at this time and hyd powerpack was at minimal level. Gear selector was position in the down position. No circuit breakers were popped. The emergency gear access door was not in use. It did not appear that emergency checklist was out and being used.
Retrieval inspection performed by tbm representative and recovery crew. When privacy data omitted was lifted the nose gear and LH main gear deployed and locked by pulling them down. The aircraft was repositioned to the ramp over fairly or rough terrain and the gear remained locked. There is no corrective action at this time; however, currently awaiting for the repair documentation of the landing gear actuators to determine failure mechanism/cause. A request has been made to insurance company that if additional repairs that may be considered major strucual that could not have been determined at the time of the incident they will notify ron gatewood.
As the FAA filed it
^PRIVACY DATA OMITTED^ MRH
ON AUGUST 7, 2026, AT 2330Z, AIRCRAFT ^PRIVACY DATA OMITTED^ DEPARTED THE RUNWAY SURFACE DURING A LANDING ATTEMPT ON RUNWAY 22 AT BEAUFORT-MOREHEAD CITY AIRPORT (KMRH). WINDS WERE 9 KTS FROM 200 VISIBILITY 10SM AND THE RUNWAY WAS DRY.
INITIAL INVESTIGATION ^PRIVACY DATA OMITTED^ FIRST VISIBLE CONTACT OF PROP TO RUNWAY HAPPENED APPROXIMATELY 1000 FT FROM THRESHOLD OF 22 DOWN THE CENTER LINE. AFTER INITIAL PROP STRIKE AND 10-15 TURNS FOR ABOUT 50FT THE PROP DID NOT SHOW SERRATIONS ON THE GROUND AND THEN PROP STRIKE SERRATIONS CONTINUED UNTIL THE AIRCRAFT STOPPED FORWARD MOTION. AN EYEWITNESS TO THE INCIDENT PROVIDED A WRITTEN STATEMENT DATED 07 AUGUST 2026. HE STATED "THE AIRCRAFT WAS FLYING A STABLE APPROACH ON WHAT APPEARED TO BE A PROPER GLIDESLOPE. PRIOR TO CROSSING THE RUNWAY THRESHOLD, I WITNESSED ALL 3 LANDING GEAR IN THE DOWN POSITION. THE AIRCRAFT MADE A SMOOTH, COORDINATED TOUCHDOWN". THE WITNESS ALSO STATED IN A PHONE CONVERSATION AGAIN THAT ALL 3 GEAR WERE IN THE DOWN POSITION; THEY WERE NOT MOVING OR IN TRANSITION. PAINT TRANSFER WAS NOTED IN THE LH GEAR LOCATION ON THE RUNWAY. NO LH MAIN GEAR OR NOSE GEAR TIRES MARKS COULD BE IDENTIFIED. PAINT TRANSFER MARKS WERE NOTED DUE TO THE WEATHER POD ON THE LH WING. RH MAIN GEAR TIRE DID LEAVE MARKS ON THE RUNWAY APPROXIMATELY 300 FT AS THE AIRPLANE STARTED TO DISPLACE TO THE LH EXITING THE RUNWAY. AT APPROXIMATELY HALFWAY TO THE LENGTH OF RUNWAY LENGTH THE AIRPLANE DEPARTED RUNWAY TO THE LEFT COMING TO REST ABOUT 50FT IN THE GRASS PORTION OF THE APRON. THE ENGINE WAS STILL RUNNING AT THAT TIME. DAMAGE WAS TO THE LH WING, ENGINE, PROP, COWLING AND FLAPS. NOSE GEAR AND LH GEAR WERE STILL CONTAINED IN GEAR WELL. NO HYDRAULIC LEAKS WERE NOTED ON THE FLAPS INSIDE THE NOSE OR THE COWLING NEAR THE LOCATION OF THE HYDRAULIC POWER PACK. FLUID LEVELS WERE VERIFIED AT THIS TIME AND HYD POWERPACK WAS AT MINIMAL LEVEL. GEAR SELECTOR WAS POSITION IN THE DOWN POSITION. NO CIRCUIT BREAKERS WERE POPPED. THE EMERGENCY GEAR ACCESS DOOR WAS NOT IN USE. IT DID NOT APPEAR THAT EMERGENCY CHECKLIST WAS OUT AND BEING USED.
RETRIEVAL INSPECTION PERFORMED BY TBM REPRESENTATIVE AND RECOVERY CREW. WHEN ^PRIVACY DATA OMITTED^ WAS LIFTED THE NOSE GEAR AND LH MAIN GEAR DEPLOYED AND LOCKED BY PULLING THEM DOWN. THE AIRCRAFT WAS REPOSITIONED TO THE RAMP OVER FAIRLY OR ROUGH TERRAIN AND THE GEAR REMAINED LOCKED. THERE IS NO CORRECTIVE ACTION AT THIS TIME; HOWEVER, CURRENTLY AWAITING FOR THE REPAIR DOCUMENTATION OF THE LANDING GEAR ACTUATORS TO DETERMINE FAILURE MECHANISM/CAUSE. A REQUEST HAS BEEN MADE TO INSURANCE COMPANY THAT IF ADDITIONAL REPAIRS THAT MAY BE CONSIDERED MAJOR STRUCUAL THAT COULD NOT HAVE BEEN DETERMINED AT THE TIME OF THE INCIDENT THEY WILL NOTIFY RON GATEWOOD.