Beech E-33C accident near Laurel, Montana, July 17, 2007
On July 17, 2007 at about 8:45 pm local time, a Beech E-33C, registered N7927R, was substantially damaged in an accident near Laurel, Montana (Laurel Municipal 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 overload failure of the nose gear retract brace (drag link) during the landing roll.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 17, 2007 · about 8:45 pm local time
- Place
- Laurel, Montana · Laurel Municipal Airport · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech E-33C · all E-33Cs on the register
- Registration
- N7927R · registry record · serial CJ-20
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The nose gear collapsed during the landing roll after an uneventful touchdown. An inspection of the gear system revealed that the nose gear retract brace (drag-link) had failed. The fracture surface of the brace was determined to have failed in a twisting overload. No preexisting damage or indication of fatigue was found. The reason for the twisting overload failure could not be determined.
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
Flight instructor
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: glider; instructor: helicopter; instructor: instrument airplane; instructor: instrument helicopter; instrument: airplane; instrument: helicopter; rotorcraft: glider; rotorcraft: helicopter
- Flight time: 13,300 hours in all; 513 in this make and model; 146 in the last 90 days; 54 in the last 30 days; 11,320 as pilot in command; 7,280 on instruments
- Last flight review: February 1, 2007
- Medical certificate: Class 2 (with waivers/limitations)
- Seat: rgt
- Injury: no injuries
Dual student
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 210 hours in all; 21 in this make and model; 17 in the last 90 days; 7 in the last 30 days; 140 as pilot in command
- Last flight review: June 1, 2006
- Medical certificate: Class 1 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,677 hours
- Last inspection: 100-hour inspection, June 1, 2007
- Maximum gross weight: 3,300 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-BA (piston); 0 hours total
The flight
- Departed from: 6S8 Laurel MT at 7:30 pm
- Destination: 6S8
- Runway 04, 5,200 ft by 75 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Wind: from 060° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 95°F (35°C), dew point 0°F (-18°C)
- Altimeter: 30.02 inHg
- Observation at 8:45 pm from 6S8, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.
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.