Beech BE36 accident near Daytona Beach, Florida, November 14, 1999
On November 14, 1999 at about 2:12 am local time, a Beech BE36, registered N3089A, was substantially damaged in an accident near Daytona Beach, Florida (Daytona Beach Intn'L airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The collapse of the main landing gear for undetermined reasons.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 14, 1999 · about 2:12 am local time
- Place
- Daytona Beach, Florida · Daytona Beach Intn'L · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech BE36
- Registration
- N3089A · registry record · serial E-182
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The flight was en route to Ormond Beach, Florida, when he reported a main landing gear indication problem. The pilot diverted to Daytona Beach Airport for a precautionary landing. During a visual check of the landing gear by the emergency vehicle operators, it was reported that the landing gear appeared to have been down. The pilot also reported that throughout the entire sequence of events, the landing gear indicator lights' intensity continued to vary from light to dim conditions. The pilot said he made a soft field landing on runway 7 and held the nose wheel off the runway. When the nose wheel touched the pavement, the main gear, and the nose gear collapsed. The examination of the landing gear system failed to disclose a mechanical malfunction or a component failure.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 1,200 hours in all; 35 in this make and model; 22 in the last 90 days; 10 in the last 30 days; 1,140 as pilot in command; 500 on instruments
- Medical certificate: Class 1 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,500 hours
- Last inspection: annual inspection, November 9, 1999; 4 hours since
- Maximum gross weight: 3,600 lb
- Seats: 6
- Landing gear: fixed
- Engine: Continental IO-520 (piston); 0 hours total
The flight
- Departed from: TLH Tallahassee FL
- Flight plan: IFR
- Runway 7L, 10,500 ft by 150 ft
Weather at the time
- Light: night, bright
- Wind: from 350° at 7 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 4,600 ft; scat at 1,200 ft
- Temperature: 68°F (20°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 2:21 am from DAB
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Other NTSB records under N3089A the same tail number, which may have belonged to a different aircraft at the time
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.