Piper PA24 accident near Lake Tahoe, California, October 21, 2012
On October 21, 2012, a Piper PA24, registered N7950P, was substantially damaged in an accident during landing (flare/touchdown) near Lake Tahoe, California (South Lake Tahoe airport). 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 ensure that the landing gear was extended before landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 21, 2012
- Place
- Lake Tahoe, California · South Lake Tahoe · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Piper PA24 250 · all PA24s on the register
- Registration
- N7950P · registry record · serial 24-3187
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he aborted a landing due to traffic on the active runway and retracted the landing gear. He stated that on the second approach to land he carried extra power because of the gusty wind conditions, but during the landing flare, he realized that he had failed to extend the landing gear. After he realized that the landing gear was not extended, the pilot added full power; however, the airplane impacted the runway with the landing gear in the retracted position. The pilot stated that he did not follow the checklist and that he did not hear the landing gear warning horn during his approach. When informed that the throttle position to activate the landing gear warning horn was only about 1/2 inch forward of the full aft idle position, the pilot indicated that he had not retarded the throttle that far. The airplane sustained substantial damage to its undercarriage as a result of the abnormal runway contact.
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
The NTSB's findings
- cause Aircraft › Aircraft systems › Landing gear system › (general) › Not used/operated
- cause Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane
- Flight time: 2,915 hours in all; 30 in this make and model; 15 in the last 90 days; 9 in the last 30 days; 1,940 as pilot in command
- Last flight review: February 2, 2012
- Medical certificate: Class 3
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 6,172 hours
- Last inspection: annual inspection, July 1, 2012; 10 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Lycoming IO540 (piston); 0 hours total
The flight
- Departed from: FUL Fullerton CA at 9:20 pm
- Destination: TVL Lake Tahoe CA
- Flight plan: VFR then IFR
- Runway 18, 8,541 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 210° at 6 knots, gusting 14
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 57°F (14°C), dew point 32°F (0°C)
- Altimeter: 29.92 inHg
- Observation at 11:53 pm from TVL
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.