# NTSB CEN24LA091: Piper PA-24, N7059P, Hugo, OK, January 17, 2024 - Type: NTSB accident investigation - Classification: Accident · No injuries · Class 3 · Limited · Final report - Date: January 16, 2024, 18:15 local (Jan 17, 2024, 00:15 UTC) - Place: Hugo, OK - Coordinates: 34.033639, -95.542056 - Nearby events: https://openairdocs.org/map.md?lat=34.0336&lon=-95.5421&mi=10 - Phase of flight: [Landing](https://openairdocs.org/ntsb-phases/550) (OpenAirDocs' grouping) - Defining event: [Landing: Sys/Comp malf/fail (non-power)](https://openairdocs.org/ntsb-events/330) - Highest injury: No injuries - Injuries: 1 uninjured - Status: Completed, report February 11, 2026 - Report: Approved by Office Director - Investigation class: Class 3 - NTSB office: Central Region - Parties: FAA - NTSB case key (mKey): 193676 - NTSB case page: https://web.ntsb.gov/investigations/?ntsbnumber=CEN24LA091 - NTSB report (PDF, downloads): https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/193676/pdf - NTSB docket: https://data.ntsb.gov/Docket?ProjectID=193676 - Page: https://openairdocs.org/ntsb/CEN24LA091 ## Probable cause The binding of a main landing gear push-pull cable, which rendered the landing gear inoperative in a partially retracted position. Contributing to the accident was the pilot’s delay in executing a landing, which led to a total loss of engine power due to fuel starvation. ## Findings NTSB's coded findings; those marked are part of the probable cause. - [Info processing/decision: decision making/judgment](https://openairdocs.org/ntsb-findings/02041520): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Piper PA-24, 4 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md?model=7102402), [All aircraft, 3,098 cases](https://openairdocs.org/ntsb-findings/02041520/cases.md) - [Fluids: fuel](https://openairdocs.org/ntsb-findings/01071010): Aircraft › Fluids/misc hardware · Fluid management (probable cause); cases with it: [Piper PA-24, 3 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md?model=7102402), [All aircraft, 1,695 cases](https://openairdocs.org/ntsb-findings/01071010/cases.md) - [Action: delayed action](https://openairdocs.org/ntsb-findings/02041025): Personnel issues › Action/decision · Pilot (probable cause); cases with it: [Piper PA-24, 1 case](https://openairdocs.org/ntsb-findings/02041025/cases.md?model=7102402), [All aircraft, 894 cases](https://openairdocs.org/ntsb-findings/02041025/cases.md) - [Landing gear system: gear extension and retract sys](https://openairdocs.org/ntsb-findings/01023230): Aircraft › Aircraft systems · Failure (probable cause); cases with it: [Piper PA-24, 2 cases](https://openairdocs.org/ntsb-findings/01023230/cases.md?model=7102402), [All aircraft, 416 cases](https://openairdocs.org/ntsb-findings/01023230/cases.md) ## Sequence of events The events NTSB coded, in order, by phase of flight. The defining event best describes what happened. - [Landing: Sys/Comp malf/fail (non-power)](https://openairdocs.org/ntsb-events/330) (defining event); cases with it: [Piper PA-24, 1 case](https://openairdocs.org/ntsb-events/330/sequence.md?model=7102402), [All aircraft, 994 cases](https://openairdocs.org/ntsb-events/330/sequence.md) - [Approach: Fuel starvation](https://openairdocs.org/ntsb-events/191); cases with it: [Piper PA-24, 1 case](https://openairdocs.org/ntsb-events/191/sequence.md?model=7102402), [All aircraft, 733 cases](https://openairdocs.org/ntsb-events/191/sequence.md) ## Analysis The pilot reported that after takeoff, he retracted the landing gear but did not receive an “Up” indication. He then lowered the landing gear and noted a “Down” indication but did not receive an “Up” indication upon subsequent retraction of the landing gear a second time. The pilot elected to continue the flight with the landing gear not fully retracted. As the airplane approached its destination, the pilot attempted to lower the landing gear. The circuit breaker tripped and the landing gear motor stopped. The pilot attempted to reset the circuit breaker and cycled the landing gear several times, but the breaker continued to trip and he did not receive either gear “Up” or “Down” indications. The pilot performed a flyby of the airport, and ground observers signaled to him that the landing gear was not extended. He attempted the emergency landing gear extension procedure, but the gear extension lever would not move. The pilot noted that he circled the airport for about 40 minutes while he attempting to diagnose the landing gear issues. He ultimately decided to land with the landing gear not fully extended, and he continued to perform flybys to evaluate the terrain adjacent to the runway for landing. After determining the location where he would perform the landing, the pilot conducted prelanding checks, which included selecting the fullest fuel tank based on the fuel gauge readings. While maneuvering the airplane to land, the airplane’s engine stopped producing power, and the pilot executed a forced landing to a nearby field. The airplane struck small trees during the landing and then impacted the ground. The airplane sustained substantial damage to the fuselage and left wing. After the accident, the push-pull cables were disconnected at the main landing gear, and the gear motor released via the emergency extension release lever, the emergency extension handle still had significant resistance to movement consistent with binding of the main landing gear push pull cables. A postaccident examination also revealed that the left tank, which the pilot reported was the tank with more fuel indicated, was empty. The right tank (which had less fuel indicated) still had about 5 gallons of fuel remaining. After the accident, the fuel selector was found turned to the left (empty) tank. Based on the available evidence, one of the main landing gear push-pull cables became bound, which locked the landing gear in a partially retracted position. Which cable was bound and the reason that the cable was bound was not determined. The loss of engine power while troubleshooting the landing gear was the result of fuel starvation. ## Factual narrative On January 16, 2024, about 1815 central standard time, a Piper PA24, N7059P, sustained substantial damage when it was involved in an accident near Hugo, Oklahoma. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. The pilot reported that after takeoff, he retracted the landing gear but did not receive an “Up” indication. He then lowered the landing gear and noted a “Down” indication but did not receive an “Up” indication upon subsequent retraction of the landing gear a second time. The pilot elected to continue the flight and noted that he had to hold right aileron and right rudder during cruise flight to maintain coordinated flight. The duration of the flight was about 3.5 hours. When the airplane approached its destination, the pilot attempted to lower the landing gear, and the circuit breaker tripped, and the landing gear motor stopped. He attempted several times to reset the circuit breaker and cycle the landing gear, but the breaker continued to trip, and he did not receive either gear “Up” or “Down” indications. The pilot performed a flyby of the airport, and ground observers signaled to him that the landing gear was not extended. He attempted the emergency landing gear extension procedure, but the lever would not move. The pilot noted that while attempting to diagnose the landing gear issues he circled the airport for about 40 minutes. The pilot ultimately decided to land with the landing gear retracted, and he continued to perform flybys to evaluate the terrain adjacent to the runway for the landing. After determining the location where he would land, the pilot conducted prelanding checks, which included selecting the fullest fuel tank based on the fuel gauge readings. While maneuvering the airplane to land, the airplane’s engine stopped producing power, and the pilot executed a forced landing to a nearby field. The airplane struck small trees during the landing and impacted the ground. The airplane sustained substantial damage to the fuselage and left wing. The landing gear system on the airplane consisted of a mechanical gear motor system located in the floor of the cockpit. According to the manufacturer, in normal operation, the gear motor is connected to pushrods actuating the nose landing gear and large push-pull cables actuating the main landing gear. A lever to disconnect the gear motor from the rest of the system was provided for emergency landing gear extension. Postaccident examination revealed that, with the airplane lifted off of the ground, the landing gear was able to extend once the main landing gear was disconnected from the push-pull cables in the wheel well. The emergency extension lever had been released, but the emergency extension lever had significant resistance when attempting to move it. A postaccident examination also revealed that the fuel gauge readings were inaccurate. The left tank, which the pilot had reported as having indicated more fuel,was empty. The right tank, which had indicated less fuel, still contained about 5 gallons of fuel. ## Aircraft - Registration: [N7059P](https://openairdocs.org/aircraft/N7059P), registered now, S/N 24-2209, built 1960 (OpenAirDocs) - Reported make and model: PIPER PA-24 - Registry model: [Piper PA-24](https://openairdocs.org/model/piper-pa-24) (registry code 7102402) (OpenAirDocs) - Registry engine: [Lycoming O&VO-360 series](https://openairdocs.org/engine/lycoming-o-vo-360-series) (registry code 41514, reciprocating) (OpenAirDocs) - Category: Airplane - Serial number: 24-2209 - Year built: 1960 - Airframe hours: 4651 - Engines: Lycoming O-360-A1A 180 horsepower reciprocating - Damage: Substantial damage - Flight: Personal, Part 91 - Airworthiness certificate: Standard, Normal - Last inspection: Annual, June 2, 2023 - Departed: 2R0, Waynesboro, MS - Destination: Same as departure - Airport: HHW, Stan Stamper Municipal - Equipment: Stall warning system, ADS-B, Electronic flight bag or handheld device ## Flight crew As NTSB recorded them. NTSB leaves out names. - Pilot; age 68; injuries: minor; flight instructor, airline transport; airplane ratings: multi-engine land, single-engine land; instrument ratings: helicopter, airplane; medical: class 2, with waivers/limitations; last flight review January 4, 2024; seat: left; restraint: lap only; flight hours: 13,316 total, 10 in this make and model, 12,825 as pilot in command, 60 in the last 90 days, 33 in the last 30 days, 6 in the last 24 hours ## Weather - Conditions: Visual (VMC), Night - Wind: calm - Visibility: 10 statute miles - Lowest ceiling: none - Temperature: 19 °F, dew point -4 °F - Altimeter: 30.40 inHg - Observed at: KHHW - METAR: KHHW 170015Z AUTO 00000KT 10SM CLR M07/M20 A3040 RMK AO2 ## FAA reports on this event (1) The FAA's own accident and incident reports, matched to the aircraft by N-number and date (OpenAirDocs). - [Accident 20240116001979A](https://openairdocs.org/incident/20240116001979A), Jan 16, 2024: Piper PA-24, Hugo, OK, Substantial damage. Pilot stated that after departure from when gear up was selected, gear started to retract then the circuit breaker popped, and retraction stopped. Pilot then… ## Other investigations on N7059P (2) 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 MIA99LA138](https://openairdocs.org/ntsb/MIA99LA138), Apr 22, 1999: Piper PA-24-180 (N7059P), Fernandina Bch, FL, substantial damage. Probable cause: The failure of the pilot to use the printed checklist which resulted in the gear-up landing. A factor associated with the accident was the intermittent failure of the gear warning horn. - [NTSB MIA84LA152](https://openairdocs.org/ntsb/MIA84LA152), Apr 26, 1984: Piper PA-24-180 (N7059P), Valdosta, GA, substantial damage ## Docket (8 files) The files NTSB released with the investigation on February 11, 2026, on NTSB's docket system: https://data.ntsb.gov/Docket?ProjectID=193676. 14.7 MB in all. - Pilot/operator aircraft accident report, NTSB form 6120.1 (item 1, PDF, 9 pages, 5.4 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19495060&FileExtension=pdf&FileName=6120-2_Redacted-Rel.pdf - Record of conversation with pilot (item 2, PDF, 2 pages, 67 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19546846&FileExtension=pdf&FileName=Pilot%20ROC-Rel.pdf - Landing gear system diagram (item 3, PDF, 1 page, 77 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19494887&FileExtension=pdf&FileName=gear%20system-Rel.pdf - Release of aircraft wreckage, NTSB form 6120.15 (item 4, PDF, 1 page, 449 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19494398&FileExtension=pdf&FileName=NTSB%20Release%20Prox%20N7059P_Redacted-Rel.pdf - Information from FAA (item 5, PDF, 1 page, 50 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19494897&FileExtension=pdf&FileName=Pilot%20ROC%20from%20FAA-Rel.pdf - Aircraft logbook entries (item 6, PDF, 2 pages, 7.2 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19495475&FileExtension=pdf&FileName=Binder1_Redacted-Rel.pdf - Accident photos (item 7, PDF, 5 pages, 4 photos, 1.1 MB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19495226&FileExtension=pdf&FileName=Photos-Rel.pdf - Recovery information (item 8, PDF, 2 pages, 292 KB): https://data.ntsb.gov/Docket/Document/docBLOB?ID=19495236&FileExtension=pdf&FileName=Recovery%20notes_Redacted-Rel.pdf 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. --- OpenAirDocs.org is an independent research project of [Contrail Labs](https://contraillabs.com/). It is not affiliated with the FAA or the NTSB. Source documents are U.S. government works in the public domain.