Beech A36 accident near Johns Island, South Carolina, July 9, 2012
On July 9, 2012 at about 2:25 pm local time, a Beech A36, registered N6672B, was substantially damaged in an accident during landing (flare/touchdown) near Johns Island, South Carolina (Charleston Executive 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 pilot's failure to complete the manual emergency gear extension after a loss of electrical power. Contributing to the accident was the pilot's decision to delegate the landing gear extension to a non-pilot-rated passenger.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 9, 2012 · about 2:25 pm local time
- Place
- Johns Island, South Carolina · Charleston Executive Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A36 · all A36s on the register
- Registration
- N6672B · registry record · serial E-1584
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was in cruise flight when it experienced symptoms of an electrical failure and the alternator "fail" light illuminated. A normal deployment of the landing gear was unsuccessful, so the pilot had the non-pilot-rated passenger review the manual gear extension procedure and then attempt to lower the gear. The pilot "confirmed" the landing gear handle would no longer rotate, but the electrical power loss precluded confirmation by the landing gear lights. The airplane completed a "no-bounce" landing and then settled to the runway on its belly, which resulted in substantial damage to airframe stringers and frames; the damage was consistent with the landing gear doors being closed during landing. According to a mechanic who supervised the recovery of the airplane from the runway, the airplane was resting on its belly with the landing gear retracted. He said the gear was "maybe 5 percent" deployed but remained retracted as the airplane was lifted with straps. Another mechanic entered the airplane, engaged the manual gear handle, and lowered the gear to the down and locked position. The battery master switch was turned on, and three green down-and-locked lights illuminated.
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
- Electrical system malf/failure during enroute (cruise)
- Landing gear not configured during landing (flare/touchdown) defining event
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › Gear extension and retract sys › Incorrect use/operation
- cause Personnel issues › Task performance › Use of equip/info › Use of policy/procedure › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Configuration › Not attained/maintained
- Aircraft › Aircraft systems › Electrical power system › AC generator › alternator › Failure
- factor Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- factor Personnel issues › Task performance › Use of equip/info › (general) › Passenger
Pilot
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; single-engine sea; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 14,790 hours in all; 620 in this make and model; 36 in the last 90 days; 8 in the last 30 days; 14,500 as pilot in command
- Last flight review: January 18, 2012
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 3,776 hours
- Last inspection: 100-hour inspection, January 21, 2012; 43 hours since
- Maximum gross weight: 3,650 lb
- Seats: 6
- Landing gear: fixed
- Engine: Cont Motor IO 550-B (piston); 0 hours total
- Operator: Aircraft Engineering INC
The flight
- Departed from: BOW Bartow FL at 12:20 pm
- Destination: KJZI Johns Island SC
- Flight plan: IFR
- Runway 27, 5,350 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 288° at 9 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 91°F (33°C), dew point 73°F (23°C)
- Altimeter: 29.96 inHg
- Observation at 2:15 pm from KJZI, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
6 documents, released by the NTSB on June 25, 2013. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 8 pages | View Download |
| 2 | Memorandum of Record: Weather Report | PDF, 2 pages | View Download |
| 3 | FAA Inspector Statement | PDF, 13 pages | View Download |
| 4 | Recovery Crew Statement | PDF, 1 page | View Download |
| 5 | Photo 1: Damage to Gear Door with Gear Locked Down (FAA) | PDF, 1 page | View Download |
| 6 | Photo 2: Damage to Airframe Structure (FAA) | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.