On November 13, 2005, at 0714 mountain standard time, a Beech H35, N7900D, landed with landing gear partially retracted at Kingman Airport (IGM), Kingman, Arizona. The owner/pilot was operating the airplane under the provisions of 14 CFR Part 91. The private pilot, the sole occupant, was not injured; the airplane sustained substantial damage. The cross-country personal flight departed Deer Valley Airport (DVT), Phoenix, Arizona, about 0550. Visual meteorological conditions prevailed, and no flight plan had been filed. The approximate global positioning system (GPS) coordinates of the primary wreckage were 35 degrees 15.34 minutes north latitude and 113 degrees 56.17 minutes west longitude.

In an interview with the National Transportation Safety Board investigator-in-charge (IIC), the pilot reported that following an uneventful flight from Phoenix, he was attempting to land at IGM. The approach to landing was normal. He had slowed the airplane down and extended the landing gear on base leg. He saw the landing gear indicator light illuminate indicating to him that the landing gear was in the down and locked position. On touchdown, about 78 miles per hour, he felt the main landing gear contact the runway, followed by the nose lowering until the propeller impacted the runway. The airplane slid down the runway about 200 feet before stopping.


A review of Federal Aviation Administration (FAA) airman records revealed that the pilot held a private pilot certificate with ratings for airplane single engine land, multiengine land, and instrument airplane.

The pilot held a third-class medical certificate issued on February 14, 2005. It had the limitation that the pilot must possess glasses for near vision.

The pilot reported a total flight time of 1,362.5 hours. He logged 33 hours in the last 90 days, and 17 hours in the last 30 days. He had an estimated 83.4 hours in this make and model. He completed a biennial flight review on April 11, 2005.


The airplane was a Beech 35H, serial number D5134. The pilot reported that the airplane had a total airframe time of 5,033.84 hours at the last annual inspection completed on June 5, 2005.

The engine was a Continental Motors IO-470-N, serial number 096509-R. Total time recorded on the engine at the last annual inspection was 3,320.94 hours, with 133.39 hours since major overhaul.

The pilot reported no unresolved maintenance discrepancies against the airplane prior to departure.


The closest official weather observation station was IGM, which was located at the accident airport. The elevation of the weather observation station was 3,903 feet mean sea level (msl). An aviation routine weather report (METAR) for IGM was issued at 0659. It stated: winds from 150 degrees at 3 knots; visibility 10 statute miles; skies clear; temperature 38 degrees Fahrenheit; dew point 33 degrees Fahrenheit; altimeter 30.18 inHg.


The Airport/Facility Directory, Southwest U. S., indicated that runway 21 was 6,827 feet long and 150 feet wide. The runway surface was asphalt.


Upon retrieval of the airplane from the accident scene, the landing gear selector and flap selector were both in the down position. The landing gear circuit breaker had popped. The flaps were fully extended. After lifting the airplane, the main landing gear fully extended after resetting the circuit breaker and turning the power on. The nose landing gear did not extend. The nose landing gear had to be manually pulled from the wheel well after the nose landing gear doors were pried open. When the main landing gear was fully extended down and locked, the landing gear indicator light illuminated.


The airplane was examined by the FAA, and Arizona Aircraft Services, Inc. (AAS), Kingman, Arizona, on November 23, 2005. The airplane sustained damage to the inboard main landing gear doors, as well as belly damage to the fuselage.

Maintenance personnel removed the floorboards to inspect the landing gear system. Both flaps were bent and warped, and the pitot tube was bent outboard. AAS personnel opined that both wings and the pitot tube made contact with the runway surface after landing.

When maintenance personnel activated the landing gear system, they noted that the warning horn did not sound. While troubleshooting the landing gear system, they found that the circuit breaker was tripped. A resistor and its wiring were not installed. After resetting the circuit breaker and actuating the throttle warning horn switch, the horn still did not sound, and the landing gear circuit breaker tripped after 2 to 3 seconds of activation.

During the inspection the left and right landing gear and the push/pull rods were disconnected from the main landing gear bellcranks. When manually manipulated both landing gear bellcrank assemblies retracted and extended without any binding.

The push/pull rods associated with the main and nose landing gear were inspected. The nose landing gear push/pull rod end was broken at the connection to the landing gear transmission in the floor. Both main landing gear push/pull rods were bent 8 inches from the transmission attach point where the flat section of the rod transitions to the round section of the rod. The landing gear door push/pull rod on the right main landing gear was broken and the intermediate bellcrank was bent. The right inboard landing gear door had substantial damage. The landing gear door push/pull rod on the left main landing gear appeared normal. The left inboard landing gear door was destroyed.

According to AAS personnel, the right main landing gear brake caliper exhibited signs of having scraped on the runway surface. Both nose landing gear doors and the nose keel area were substantially damaged by runway contact. The nose landing gear scissor link also exhibited damage consistent with contact with the runway.

The FAA determined during the examination that the damage to the airplane was consistent with the landing gear being in transition when the airplane made contact with the runway.

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