Piper PA24 accident near Stafford, Virginia, March 7, 2024
On March 7, 2024 at about 10:24 pm local time, a 1959 Piper PA24, registered N6339P, was substantially damaged in an accident during landing near Stafford, Virginia (Stafford Rgnl 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
An overloading of the landing gear push/pull cable rod ends, which resulted in the landing gear being seized in an intermediate position during the subsequent landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 7, 2024 · about 10:24 pm local time
- Place
- Stafford, Virginia · Stafford Rgnl · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA24 180, built 1959 · all PA24s on the register
- Registration
- N6339P · registry record · serial 24-1449
- 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 while landing at his initial destination, the right main landing gear partially collapsed. He stated that the initial touchdown was normal, and not hard or side loaded. Once the right main gear partially collapsed, the pilot aborted the landing and attempted to retract the landing gear; however, it would not retract, and the landing gear circuit breaker tripped. The pilot contacted a mechanic and attempted to troubleshoot the problem during the pilot’s flight back to his home airport. During the troubleshooting, the pilot attempted to utilize the manual landing gear extension without success. The pilot performed multiple low passes for the mechanic to visually observe the landing gear. The mechanic reported that the left main landing gear appeared to be almost fully extended; however, the right main and nose gear were in a mid-transit position. After multiple failed attempts to correct the landing gear problem in the air, the pilot landed at his home airport. During the landing, the landing gear fully collapsed resulting in substantial damage to the fuselage and the wing spar. Examination of the landing gear by the mechanic revealed that the left and right main landing gear push tubes were bent, consistent with the push rods being overloaded. An operational test of the landing gear motor revealed that it operated normally.
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
- Sys/Comp malf/fail (non-power) during landing defining event
- Landing gear collapse during landing (flare/touchdown)
The NTSB's findings
- Aircraft › Aircraft systems › Landing gear system › Gear extension and retract sys › Malfunction
- Aircraft › Aircraft systems › Landing gear system › Landing gear actuator › Damaged/degraded
Pilot
- Certificate: private
- Ratings: single-engine land; single-engine sea; instrument: airplane
- Flight time: 644.5 hours in all; 24.2 in this make and model; 22.4 in the last 90 days; 10.3 in the last 30 days; 424.5 as pilot in command; 0 on instruments
- Last flight review: May 8, 2023
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 6,476.8 hours
- Last inspection: annual inspection, October 21, 2023; 65.5 hours since
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-A1A (piston); 6,476 hours total
- Operator: Aviation Adventures
The flight
- Departed from: TGI Tangier VA at 8:10 pm
- Flight plan: none
- Runway 15, 5,000 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 030° at 8 knots
- Visibility: 10 statute miles
- Sky: overcast at 5,000 ft
- Temperature: 72°F (22°C), dew point 50°F (10°C)
- Altimeter: 29.99 inHg
- Observation at 5:15 pm from RMN
Weather report (METAR): KRMN 072215Z AUTO 03008KT 10SM OVC050 22/10 A2999 RMK AO2 T02150100
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 1 |
Photographs from the investigation 6 pictures from the NTSB's docket, as the NTSB released them
Photograph 1 – Photograph of airplane on runway
Photograph 2 – Damage to airplane structure
Photograph 3 – Damage to airplane structure
Photograph 4 – Bent right main landing gear push rod
Photograph 5 – Bent right main landing gear push rod
Photograph 6 – Bent left main landing gear push rodThe NTSB's photographs with the NTSB's captions, at screen size. Open a picture to see it full size or to report one that should not be shown.
Documents from the investigation the NTSB's docket: the evidence folder behind the report
5 documents, released by the NTSB on June 21, 2024. 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, 11 pages | View Download |
| 2 | Pilot's Statement | PDF, 3 pages | View Download |
| 3 | Mechanic Statement 1 | PDF, 3 pages | View Download |
| 4 | Mechanic Statement 2 | PDF, 1 page | View Download |
| 5 | Investigation Photographs | PDF, 7 pages · our copy | 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.