Beech A36 accident near Wauchula, Florida, July 5, 2011
On July 5, 2011 at about 6:15 pm local time, a Beech A36, registered N8036V, was substantially damaged in an accident during landing near Wauchula, Florida (Wauchula 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).
The NTSB's probable cause their words, unchanged
The pilot's failure to extend the landing gear during the approach.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 5, 2011 · about 6:15 pm local time
- Place
- Wauchula, Florida · Wauchula · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36 · all A36s on the register
- Registration
- N8036V · registry record · serial E-2693
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane landed with the landing gear retracted and it veered off the runway. The airplane collided with a ditch, resulting in substantial damage to the fuselage and the right wing rear spar. Examination of the runway revealed numerous gouges on the runway surface, beginning on the centerline 1,999 feet from the approach end of the runway and continuing for 843 feet, which were consistent with a propeller strike. An examination of the airplane revealed that all three landing gear doors were found in the retracted position. The landing gear doors and the tip tanks displayed evidence of scrape marks as well. An examination of the tires revealed that all of the tires were inflated. An examination of the cockpit revealed that the landing gear handle was in the "gear up" position. The airplane was placed on jacks, and the battery switch was turned to the "on" position. The landing gear horn was operational, and all three landing gear lights were not illuminated. The gear was manually extended, and the gear horn silenced and all three landing gear position lights illuminated green.
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 defining event
The NTSB's findings
- cause Personnel issues › Action/decision › Action › Lack of action › Pilot
- cause Aircraft › Aircraft systems › Landing gear system › Gear extension and retract sys › Not used/operated
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 2,800 hours in all; 2,800 in this make and model
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 1,789 hours
- Last inspection: annual inspection, August 10, 2010
- Maximum gross weight: 3,650 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-550B (piston); 0 hours total
The flight
- Departed from: SRQ Sarasota FL at 5:15 pm
- Destination: CHN Wauchula FL
- Flight plan: none
- Runway 18, 4,005 ft by 785 ft
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: a few clouds at 4,800 ft
- Temperature: 90°F (32°C), dew point 72°F (22°C)
- Altimeter: 30.00 inHg
- Observation at 4:53 pm from SRQ, 36 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 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.
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.