Beech 35 accident near Yankton, South Dakota, August 3, 1996
On August 3, 1996 at about 9:35 pm local time, a Beech 35, registered N3392V, was substantially damaged in an accident near Yankton, South Dakota (Chan Gurney Airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
an improper in-flight decision by the pilot when he shut the engine off as the airplane approached the landing runway. Factors associated with this accident were an inadequate maintenance inspection by the mechanic when the actuating arm fracture was not identified during the annual inspection occurring 5 months before the accident, and the pilot not maintaining a proper glidepath and descent rate on final approach after shutting his engine off.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 3, 1996 · about 9:35 pm local time
- Place
- Yankton, South Dakota · Chan Gurney Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 35 · all 35s on the register
- Registration
- N3392V · no longer on the register · serial D-866
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane's nose landing gear would not extend. During the attempts to extend the nose gear the pilot said he pitched the airplane up and down. The propeller began cavitating during these attempts. The pilot reported loosing oil pressure as he approached the runway. When he felt he would be able to land the pilot said he stopped the engine. He said the airplane '...just quit flying....' The airplane collided with the ground about 150 yards short of the runway threshold. Inspection of the airplane revealed an open oil sump quick-drain fitting and a broken nose gear retracting actuator arm (arm). The bottom of the airplane was covered with oil. About 50 percent of the arm's fracture surfaces were corroded. Representatives from the airframe stated the failed arm will allow the landing gear to be free in the nosegear well. The oil quick-drain finger-holds can be contacted by the nosegear when the airplane is pitched up and down. The propeller manufacturer stated the propeller will go into a high blade angle when the oil supply is stopped. He said the rotating propeller will cause a considerable amount of drag if it is still rotating.
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: private
- Ratings: single-engine land
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,249 hours
- Last inspection: annual inspection, March 4, 1996; 40 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental E185-8 (piston); 0 hours total
The flight
- Departed from: FRM Farmington MN at 7:30 pm
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 170° at 17 knots, gusting 25
- Visibility: 10 statute miles
- Sky: not recorded
- Temperature: 81°F (27°C), dew point 70°F (21°C)
- Altimeter: 29.00 inHg
- Observation at 9:34 pm from YKN, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.
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.