Piper PA-31P-350 accident near North Bend, Oregon, February 22, 2011
On February 22, 2011 at about 9:00 pm local time, a Piper PA-31P-350, registered N9237Y, was substantially damaged in an accident during landing (flare/touchdown) near North Bend, Oregon (Southwest Oregon Regional airport). It was a positioning 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 lower the landing gear while on approach to landing. Contributing to the accident was the pilot's failure to follow a written checklist during the approach portion of the flight.
Source: NTSB aviation accident database, copy made October 12, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- February 22, 2011 · about 9:00 pm local time · cases in 2011
- Place
- North Bend, Oregon · Southwest Oregon Regional · cases near this airport · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA-31P-350 · all PA-31P-350s on the register
- Registration
- N9237Y · registry record · serial 31P-8414022
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
According to the pilot, while in the process of executing a terminal instrument approach to his home airport, he transitioned from instrument meteorological conditions to visual meteorological conditions. He canceled his instrument flight rules clearance, and transitioned from the terminal instrument approach to a visual flight rules approach pattern. During this sequence of events he did not follow a written checklist, and inadvertently forgot to lower the landing gear. During the landing flare, he heard the noise caused by the wing flaps and both propellers contacting the surface of the runway, and he added power and immediately executed a go-around. He then entered a closed pattern, lowered the landing gear and repositioned the flaps, before making an uneventful landing. He said during the approach he heard the gear warning horn sounding, but he thought it was the altitude alerting system. An inspection of both the runway surface scarring and each propeller blade revealed that the tips of all six blades had been grounded down by repeated contact with the asphalt surface. He also said that the airplane did not have any system malfunctions.
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
What happened, in order
- Landing gear not configured during landing (flare/touchdown) defining event
- Abnormal runway contact during landing (flare/touchdown)
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › Landing gear actuator › Not used/operated other cases naming the landing gear
- factor Personnel issues › Task performance › Use of equip/info › Use of checklist › Pilot
- cause Personnel issues › Action/decision › Action › Forgotten action/omission › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
Pilot
- Certificate: commercial pilot, flight engineer
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 3,850 hours in all; 51 in this make and model
- Last flight review: June 28, 2010
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Seats: 7
- Landing gear: retractable
- Engine: Lycoming TIO-540-V2AD (piston); 0 hours total
- Operator: Eal Leasing, Inc.
The flight
- Departed from: KUAO Aurora OR at 8:22 pm
- Destination: KOTH North Bend OR
- Flight plan: IFR
- Runway 31, 4,470 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 300° at 10 knots, gusting 18
- Visibility: 10 statute miles
- Sky: overcast at 3,500 ft
- Temperature: 45°F (7°C), dew point 34°F (1°C)
- Altimeter: 30.21 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight crew | 1 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
2 documents, released by the NTSB on March 11, 2011. View them here, or download them; the NTSB redacts some personal details before release, and this site shows the NTSB's own titles rather than its file names.
| # | Document | What it is | |
|---|---|---|---|
| 1 | Pilot/operator Aircraft Accident Report, NTSB Form 6120.1 | PDF, 9 pages | View Download |
| 2 | Record of Conversation | PDF, 1 page | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
Connections how this case links to the rest of the register
- N9237Y on the register today · the tail number may have moved to another aircraft since
- Piper PA-31 Navajo and Chieftain 934 registered today · the model family and its accident history
- Piper 44,844 aircraft on the register
- Engine: Lycoming TIO-540-V2AD 2 aircraft carry this series today · as the NTSB recorded it
- Southwest Oregon Regional · nearest airport
- Aurora State Airport · departed from
- Accidents and incidents in Oregon 1,862 since 1982 · 277 in the last ten years
- Oregon 7,013 aircraft registered
The whole map of how records connect · these connections as data: /graph/accident/WPR11CA142.json.
The bigger picture in Aviation Analytics: accidents over time since 1982, by model, by phase of flight and conditions, by place and on the map.
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 does not name anyone involved, its policy at this time. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.