Beech 36 accident near Tupelo, Mississippi, September 5, 2022
On September 5, 2022 at about 9:15 pm local time, a 1968 Beech 36, registered N7835R, was substantially damaged in an accident during landing (flare/touchdown) near Tupelo, Mississippi (Tupelo Rgnl airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The pilot’s failure to extend the landing gear for a landing.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 5, 2022 · about 9:15 pm local time
- Place
- Tupelo, Mississippi · Tupelo Rgnl · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 36, built 1968 · all 36s on the register
- Registration
- N7835R · no longer on the register · serial E-104
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he was performing “touch and go landings” to get current. On approach, he heard a horn but thought it was the stall warning because it went off when he increased manifold pressure. But then he heard sheet metal grinding on concrete as the airplane settled. He applied full power and the airplane lifted off the runway. He then extended the landing gear, but the airplane’s left wing dropped, and the airplane impacted the ground. The airplane sustained substantial damage to the left wing and fuselage. The pilot reported the landing gear extended and retracted normally and the landing gear position lights and the landing gear unsafe warning horn functioned as designed. The pilot reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.
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
What happened, in order
- Landing gear not configured during landing (flare/touchdown) defining event
The NTSB's findings
- Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- Aircraft › Aircraft systems › Landing gear system › Main landing gear › Not used/operated
Pilot
- Certificate: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 1,399 hours in all; 61 in this make and model; 1,202 as pilot in command
- Last flight review: November 13, 2020
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 63,556 hours
- Last inspection: annual inspection, November 11, 2021
- Maximum gross weight: 3,612 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental Motors IO 520 (piston); 321 hours total
The flight
- Departed from: KTUP Tupelo MS at 9:15 pm
- Flight plan: none
- Runway 18/3, 7,150 ft by 150 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 85°F (29°C), dew point 0°F (-18°C)
- Altimeter: 2993.00 inHg
- Observation at 3:45 pm from KTUP
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CEN22LA407.