Beech E35 accident near Anacortes, Washington, September 22, 1992
On September 22, 1992, a Beech E35, registered N7337B, was substantially damaged in an accident near Anacortes, Washington (Becker'S Landing airport). 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 IN COMMAND'S FAILURE TO MAINTAIN DIRECTIONAL CONTROL. A FACTOR CONTRIBUTING TO THE ACCIDENT WAS: THE PILOT IN COMMAND'S NOT EXTENDING THE FLAPS FOR LANDING.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 22, 1992
- Place
- Anacortes, Washington · Becker'S Landing · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech E35 · all E35s on the register
- Registration
- N7337B · no longer on the register · serial D-3800
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
THE PILOT EXECUTED AN APPROACH AND LANDING TO RUNWAY 17, A 1700 FOOT LONG, 75 FOOT WIDE, TURF STRIP WHICH HE OWNED/OPERATED. DURING THE ROLLOUT THE AIRCRAFT'S LEFT WINGTIP IMPACTED TREES AND A DEAD SNAG ALONG THE EAST (LEFT) RUNWAY EDGE. ON SITE EXAMINATION REVEALED THE AIRCRAFT'S WHEEL TRACKS GRADUALLY ANGLING TOWARD THE EAST EDGE OF THE RUNWAY. THE NOSE GEAR WAS OBSERVED TO HAVE SEPARATED IN A MANNER CONSISTENT WITH SIDE IMPOSED OVERLOAD AND THE RIGHT MAIN GEAR WAS OBSERVED TO HAVE COLLAPSED DUE TO THE SAME CONDITIONS. ON SITE EXAMINATION OF THE ELECTRICALLY OPERATED FLAPS REVEALED NO DAMAGE/DEFORMATION IN SPITE OF THE AIRCRAFT COLLAPSING ONTO ITS RIGHT WING DURING THE GROUND SLIDE. THE AIRPORT OWNER (PILOT) PUBLISHED A RECOMMENDATION IN THE 1991 AIRPORT MASTER RECORD THAT LANDINGS BE MADE FROM THE SOUTH EXCEPT IN STRONG SOUTH WINDS. THE PILOT REPORTED WINDS AT THE TIME OF THE ACCIDENT AS FROM THE SOUTHEAST AT 3-5 KNOTS. POST CRASH EXAMINATION OF THE BRAKES AND THROTTLE LINKAGE REVEALED NO MECHANICAL MALFUNCTION.
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: flight instructor, commercial pilot
- Ratings: single-engine land; single-engine sea; instructor: airplane single-engine; instructor: gyroplane; instrument: airplane; rotorcraft: glider; rotorcraft: gyroplane; rotorcraft: helicopter
- Flight time: 2,299 hours in all; 47 in this make and model; 79 in the last 90 days; 37 in the last 30 days; 2,101 as pilot in command; 228 on instruments
- Medical certificate: Class 2 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,091 hours
- Last inspection: annual inspection, July 4, 1992; 36 hours since
- Maximum gross weight: 2,725 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental E-225-8 (piston); 0 hours total
The flight
- Departed from: WN18
- Destination: WN18
- Flight plan: none
- Runway 17, 1,700 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 280° at 1 knots
- Visibility: 7 statute miles
- Sky: scat at 3,000 ft
- Temperature: 61°F (16°C), dew point 54°F (12°C)
- Altimeter: 29.00 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.