Beech 58 accident near Modesto, California, January 25, 1994
On January 25, 1994 at about 7:00 pm local time, a Beech 58, registered N1082W, was substantially damaged in an accident near Modesto, California (Harry Sham Field). 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
THE PILOT'S FAILURE TO PERFORM THE EMERGENCY LANDING GEAR EXTENSION AND OTHER MAINTENANCE PERSONNEL'S INADEQUATE 100-HOUR INSPECTION. THE PARTIAL ELECTRICAL FAILURE AND THE PILOT APPREHENSION/ANXIETY DUE TO A POSSIBLE ELECTRICAL FIRE WERE FACTORS IN THIS ACCIDENT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 25, 1994 · about 7:00 pm local time
- Place
- Modesto, California · Harry Sham Field
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 58 · all 58s on the register
- Registration
- N1082W · no longer on the register · serial TH-324
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE AIRPLANE EXPERIENCED ELECTRICAL PROBLEMS SHORTLY AFTER DEPARTING THE AIRPORT IN INSTRUMENT METEOROLOGICAL CONDITIONS. THE ELECTRICAL PROBLEMS RENDERED THE COMMUNICATIONS, NAVIGATION, AND MOST OF THE ELECTRICAL INSTRUMENTS INOPERABLE. THE PILOT CONTINUED TOWARD THE DESTINATION AIRPORT. THE PILOT ENCOUNTERED VMC CONDITIONS ABOUT 39 MILES NORTHWEST OF THE DESTINATION AIRPORT. THE PILOT DID NOT MANUALLY LOWER THE LANDING GEAR BEFORE ENTERING THE TRAFFIC PATTERN AT THE DESTINATION AIRPORT. HE ELECTRICALLY EXTENDED THE LANDING GEAR WHEN ON THE DOWNWIND LEG. HE HEARD THE LANDING GEAR GO DOWN, BUT THE LANDING GEAR DOWN LIGHT DID NOT ILLUMINATE. THE LANDING GEAR COLLAPSED DURING THE LANDING ROLL-OUT. EXAMINATION OF THE AIRPLANE DISCLOSED THAT ONE OF THE BATTERY'S POSITIVE LEADS WAS CORRODED. A MECHANIC HAD PERFORMED A 50-HOUR INSPECTION ABOUT 37 1/2 FLIGHT HOURS PRECEDING THE ACCIDENT.
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: 667 hours in all; 285 in this make and model; 28 in the last 90 days; 5 in the last 30 days; 328 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Last inspection: annual inspection, February 10, 1993
- Maximum gross weight: 5,400 lb
- Seats: 6
- Landing gear: retractable
- Engine: Continental IO-520-C (piston); 0 hours total
The flight
- Departed from: SFO San Francisco CA at 6:30 pm
- Flight plan: IFR
- Runway 28R, 5,911 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 100° at 7 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 7,000 ft; scat at 700 ft
- Temperature: 50°F (10°C), dew point 45°F (7°C)
- Altimeter: 29.00 inHg
- Observation at 5:45 pm from MOD
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.