Socata TB-20 accident near Naples, Florida, June 23, 2001
On June 23, 2001 at about 1:57 pm local time, a Socata TB-20, registered N1887S, was substantially damaged in an accident near Naples, Florida (Naples Municipal 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).
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The NTSB's probable cause their words, unchanged
The collapse of the left main landing gear for undetermined reasons resulting in the loss of directional control and subsequent on-ground collision with a ravine.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 23, 2001 · about 1:57 pm local time
- Place
- Naples, Florida · Naples Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Socata TB-20 · all TB-20s on the register
- Registration
- N1887S · registry record · serial 1887
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that he was going to perform touch-and-go landings following replacement of the nose landing gear micro switch 2 days earlier. Runway 14 was the runway in use due to a disabled airplane on runway 23. After takeoff the flight remained in the traffic pattern; the wind was from 230 degrees at 7 knots. The landing gear was extended on the downwind leg; all gears were confirmed down by gear indicator lights. The flight turned base then final and landed with full flaps first on the right main landing gear followed by the left main then nose landing gear. During the landing roll with full right aileron input and slight left rudder input, the right wing raised and the airplane veered to the left. The pilot added full power and right rudder input but couldn't recall if he added full right rudder. The airplane "started to slew harder to the left", and he then reduced power, and applied the brakes "and the flight controls" with no effect. The airplane departed the left side of the runway, impacted on the upslope of a drainage ditch, and came to rest past a drainage ditch with the nose landing gear sheared and the left main landing gear collapsed; the right main landing gear remained extended. A CFI in the airplane confirmed that all gears were down and locked on final approach as indicated by 3 green lights and the pilot landed first on the right main landing gear which felt solid. He reported that he did not feel any side loading and later reported that when the left main landing gear contacted the runway, he felt the left wing drop. The pilot added power and reached to retract the flaps but the airplane remained on the ground. The CFI further reported that the pilot reduced power before the airplane traveled off the runway into the grass. There was no evidence of propeller contact on the runway; propeller contact was noted in the soft ground of the ravine area. Additionally, marks in the grass were noted from one of the main landing gears and the nose landing gear. Post accident testing of the left and right main landing gears by an FAA airworthiness inspector revealed no evidence of failure or malfunction. The downlock rigging was correct, both downlocks performed as required, and the squat switches were rigged correctly and functional. Additionally, the landing gear warning system and emergency extension system performed properly. Testing of one of the landing gear relays was accomplished by an engineering firm, the results indicate no evidence of failure or malfunction of the tested relay.
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: single-engine land; instrument: airplane
- Flight time: 276 hours in all; 198 in this make and model; 17 in the last 90 days; 4 in the last 30 days; 217 as pilot in command
- Last flight review: March 9, 2000
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: no injuries
Other crew
- Certificate: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 950 hours in all; 8 in this make and model; 150 in the last 90 days; 50 in the last 30 days; 750 as pilot in command; 509 on instruments
- Last flight review: June 1, 2000
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: rear
- Injury: no injuries
The aircraft
- Airframe total time: 270 hours
- Last inspection: annual inspection, June 4, 2001; 3 hours since
- Maximum gross weight: 3,086 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO-540-C4D5D (piston); 0 hours total
The flight
- Departed from: APF Naples FL at 1:50 pm
- Destination: KAPF
- Flight plan: none
- Runway 14, 5,000 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 230° at 7 knots
- Visibility: 10 statute miles
- Sky: scat at 2,000 ft
- Temperature: 84°F (29°C), dew point 75°F (24°C)
- Altimeter: 30.06 inHg
- Observation at 2:00 pm from APF
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 2 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number MIA01LA174.