Piper PA 24 accident near Springfield, Missouri, June 24, 2016
On June 24, 2016 at about 10:45 pm local time, a 1958 Piper PA 24, registered N5138P, was substantially damaged in an accident during landing near Springfield, Missouri (Springfield-Branson National). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 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 ensure that the landing gear was in the down and locked position prior to touchdown.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 24, 2016 · about 10:45 pm local time
- Place
- Springfield, Missouri · Springfield-Branson National · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA 24 180, built 1958 · all PA 24s on the register
- Registration
- N5138P · no longer on the register · serial 24-152
- 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 he performed his pre-landing checklist and that the landing gear selector switch was in the down position. The pilot noted that there was a sun glare on the instrument panel during the landing. However, the airplane landed with the gear in the up and locked position, which resulted in substantial damage to the fuselage. During the postaccident examination by the Federal Aviation Administration (FAA), the landing gear was cycled multiple times and no abnormalities were noted.
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 Personnel issues › Psychological › Attention/monitoring › Task monitoring/vigilance › Pilot
- cause Aircraft › Aircraft systems › Landing gear system › Gear extension and retract sys › Not used/operated
- Environmental issues › Conditions/weather/phenomena › Light condition › Glare › Effect on personnel
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 297.3 hours in all; 209.5 in this make and model; 44 in the last 90 days; 19.2 in the last 30 days; 248.6 as pilot in command
- Last flight review: June 5, 2016
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
Passenger
- Seat: rgt
- Injury: no injuries
Passenger
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 3,060.6 hours
- Last inspection: annual inspection, May 16, 2016
- Maximum gross weight: 2,550 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming O-360-A1A (piston); 3,061 hours total
The flight
- Departed from: ROG Rogers AR at 9:20 pm
- Destination: SGF Springfield MO
- Flight plan: IFR
- Runway 14, 8,000 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 130° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 72°F (22°C)
- Altimeter: 30.02 inHg
- Observation at 10:52 pm from KSGF
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 | |||
| Passengers | 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.
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.