Piper PA 24-250 accident near Newton, Kansas, July 4, 2015
On July 4, 2015 at about 4:15 pm local time, a 1962 Piper PA 24-250, registered N7985P, was substantially damaged in an accident during approach (VFR pattern final) near Newton, Kansas (Newton-City-County airport). It was an instructional 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 failure of the right main landing gear down-lock micro switch, which resulted in a landing gear collapse during landing, and the pilot/owner's unfamiliarity with the emergency landing gear extension procedure. Contributing to the accident was the flight instructor's lack of experience in this make and model airplane and unfamiliarity with the emergency landing gear extension procedure.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 4, 2015 · about 4:15 pm local time
- Place
- Newton, Kansas · Newton-City-County · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 24-250 250, built 1962 · all PA 24-250s on the register
- Registration
- N7985P · registry record · serial 24-3223
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a local instructional flight, the flight instructor reported that while on final approach at their destination airport, the landing gear did not illuminate down and locked. He reported that he tried to cycle the gear with the electric landing gear handle, but the down and locked green light would not illuminate. When the power was reduced to idle, the flight instructor reported that the audible gear unsafe horn sounded as well. The flight instructor performed a go-around, and the pilot receiving instruction reported that he began the manual gear extension checklist according to the "SureCheck" checklist. During the manual gear extension procedure, both pilots reported that a "spring tension" prevented the emergency gear handle from extending to the full forward position. Subsequently, the flight instructor reported that he reset the motor release arm and attempted to extend the landing gear again with the electric gear handle, but the landing gear electric motor circuit breaker popped and the motor release arm jammed. After receiving confirmation from ground personnel that the landing gear was only partially extended, the flight instructor performed an emergency landing. During touchdown, the landing gear collapsed and the airplane skidded to a stop on the runway. The fuselage was substantially damaged in the accident. During a postaccident examination, a Federal Aviation Administration aviation safety inspector found that the right main landing gear down-lock micro switch was operating intermittently within the electrical actuating system. According to the inspector, an intermittent micro switch on this landing gear can result in gear unsafe warnings and continuous electrical motor operation. Additionally, the SureCheck checklist used did not include instructions provided in the Pilot's Operating Handbook stating, "Do not re-engage landing gear operating motor in flight." The SureCheck checklist does contain a warning stating "this product is not a substitute for any operation manual which coincides with each specific aircraft." The flight instructor reported that he had two hours of flight time in this make and model airplane, and the pilot receiving instruction reported that he had no previous experience in this make and model airplane.
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 approach (VFR pattern final) defining event
- Off-field or emergency landing during landing
- Landing gear collapse during landing
- Abnormal runway contact during landing
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › Gear extension and retract sys › Failure
- cause Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- factor Personnel issues › Experience/knowledge › Experience/qualifications › Total experience w/ equipment › Instructor/check pilot
Flight instructor
- Certificate: airline transport pilot, flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 4,800 hours in all; 2 in this make and model; 9 in the last 90 days; 6 in the last 30 days; 4,150 as pilot in command; 4,100 on instruments
- Last flight review: April 25, 2015
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 170 hours in all; 0 in this make and model; 100 as pilot in command
- Last flight review: June 10, 2010
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 4,443 hours
- Last inspection: annual inspection, June 30, 2014
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-540 SERIES (piston); 0 hours total
The flight
- Departed from: 3AU Augusta KS at 3:00 pm
- Destination: EWK Newton KS
- Flight plan: none
- Runway 17, 7,003 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 150° at 6 knots
- Visibility: 10 statute miles
- Sky: a few clouds at 2,700 ft
- Temperature: 79°F (26°C), dew point 63°F (17°C)
- Altimeter: 30.04 inHg
- Observation at 3:55 pm from KEWK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 2 |
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.
Other NTSB records under N7985P the same tail number, which may have belonged to a different aircraft at the time
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.