Beech H35 accident near Kingman, Arizona, November 13, 2005
On November 13, 2005 at about 2:14 pm local time, a Beech H35, registered N7900D, was substantially damaged in an accident near Kingman, Arizona (Kingman 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
a touchdown with the gear partially extended. A factor in the accident was an inoperative landing gear warning horn.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- November 13, 2005 · about 2:14 pm local time
- Place
- Kingman, Arizona · Kingman · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech H35 · all H35s on the register
- Registration
- N7900D · registry record · serial D-5134
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane was substantially damaged when the pilot landed the airplane with the landing gear partially extended. The pilot said he placed the landing gear selector in the down position to extend the landing gear while on base leg. He saw the landing gear position indicator light illuminate, but on touchdown, the main landing gear contacted the runway, followed by the airplane pitching downward until the propeller contacted the runway. Examination of the airplane on scene revealed the landing gear and flap selectors were both in the down position; however, the landing gear was not fully extended. The landing gear circuit breaker had tripped. The flaps were fully extended. After lifting the airplane, the main landing gear fully extended after resetting the circuit breaker and turning the power on. The nose landing gear did not extend. The nose landing gear had to be manually pulled from the wheel well after the nose landing gear doors were pried open. When the main landing gear was fully extended down and locked, the landing gear indicator light illuminated. During testing, the landing gear warning horn would not sound due to a resistor and its wiring not being present in the circuit. The left and right main landing gear push/pull rods were bent and the nose gear rod was broken from it's transmission attach point. When the rods were disconnected from the landing gear bellcranks both the main and nose landing gear assemblies retracted and extended without any binding.
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
Pilot
- Certificate: private
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,363 hours in all; 83 in this make and model; 33 in the last 90 days; 17 in the last 30 days; 1,200 as pilot in command
- Last flight review: April 1, 2005
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,033 hours
- Last inspection: annual inspection, June 1, 2005
- Maximum gross weight: 2,910 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470-N (piston); 0 hours total
The flight
- Departed from: DVT Phoenix AZ at 12:50 pm
- Destination: IGM Kingman AZ
- Flight plan: none
- Runway 21, 6,827 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 150° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 43°F (6°C), dew point 32°F (0°C)
- Altimeter: 30.18 inHg
- Observation at 1:59 pm from IGM
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.