Beech A23 24 accident near Anacortes, Washington, December 11, 2016
On December 11, 2016 at about 7:57 pm local time, a 1966 Beech A23 24, registered N7998L, was substantially damaged in an accident during landing (landing roll) near Anacortes, Washington (Anacortes 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 maintain directional control during the landing roll, which resulted in a runway excursion and separation of the left main landing gear.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 11, 2016 · about 7:57 pm local time
- Place
- Anacortes, Washington · Anacortes · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A23 24 NO SERIES, built 1966 · all A23 24s on the register
- Registration
- N7998L · registry record · serial MA-161
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During the landing roll, the airplane began to swerve to the left and continued off the runway, after which the left main landing gear assembly separated from the airplane. Examination revealed substantial damage to the left wing and horizontal stabilizer. The pilot did not provide a written statement, nor did he complete the NTSB Pilot/Operator Aircraft Accident/Incident Report Form 6120.1; therefore, the pilot's flight experience and the airplane's maintenance history could not be determined. The accident is consistent with the pilot's failure to maintain directional control during the landing roll.
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 collapse during landing (landing roll) defining event
- Loss of control on ground during landing (landing roll)
- Runway excursion during landing (landing roll)
The NTSB's findings
- Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Directional control › Not attained/maintained
- Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
Pilot
- Certificate: private
- Ratings: single-engine land
- Flight time: 0 hours in all; 0 in this make and model
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Landing gear: fixed
- Engine: Lycoming I0360 SER (piston); 0 hours total
The flight
- Flight plan: none
- Runway 18/3, 3,015 ft by 60 ft
Weather at the time
- Light: daylight
- Wind: from 150° at 5 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 1,400 ft; clear
- Temperature: 5°F (-15°C), dew point 4°F (-16°C)
- Altimeter: 29.90 inHg
- Observation at 11:55 am from KBVS, 10 miles away
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 3, 2021. 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 | Summary of Findings (FAA) | PDF, 1 page | View Download |
| 2 | Photos (FAA) | PDF, 3 pages | View Download |
The same docket at the NTSB · documents without a copy here are fetched from the NTSB when you open them.
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.