Beech J-35 accident near Knoxville, Tennessee, January 12, 1992
On January 12, 1992 at about 7:02 pm local time, a Beech J-35, registered N185Y, was substantially damaged in an accident near Knoxville, Tennessee. 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 MANUFACTURER'S FAILURE TO PROVIDE ADEQUATE TORQUE INFORMATION WHICH RESULTED IN THE LOSS OF TORQUE ON THE CYLINDER HOLD DOWN NUTS AND THE COMPLETE LOSS OF ENGINE POWER.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- January 12, 1992 · about 7:02 pm local time
- Place
- Knoxville, Tennessee · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech J-35 · all J-35s on the register
- Registration
- N185Y · registry record · serial D5333
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
SHORTLY AFTER TAKEOFF, THE PILOT REPORTED A SEVERE VIBRATION IN THE AIRPLANE, FOLLOWED BY A COMPLETE LOSS OF ENGINE POWER. AN EMERGENCY LANDING WAS ATTEMPTED TO RUNWAY 24R AT MCGHEE TYSON AIRPORT, BUT THE AIRPLANE CRASHED A MILE SHORT OF THE RUNWAY. EXAMINATION OF THE ENGINE ASSEMBLY REVEALED THAT NUMBER 1 & 2 CYLINDERS HAD SEPARATED FROM THE ENGINE CASE. THE EXAMINATION ALSO DISCLOSED THAT THE CYLINDER HOLD DOWN STUDS WERE DAMAGED AND THE THREADS WERE BATTERED. THERE WAS AN ACCUMULATION OF METALLIC DUST ASSOCIATED WITH FRETTING ADJACENT TO THE CYLINDER FLANGE AND ENGINE CASE. SEVERAL HOLD DOWN NUTS WERE NOT RECOVERED FOR EXAMINATION. THE ENGINE MAINTENANCE LOG SHOWED THAT THE NUMBER 1 CYLINDER WAS REMOVED AND INSTALLED IN ACCORDANCE WITH CURRENT SERVICE INSTRUCTIONS 314 HOURS PRIOR TO THIS ACCIDENT. SUBSEQUENT TO THIS ACCIDENT CONTINENTAL MOTORS ISSUED A SERVICE BULLETIN INCREASING THE HOLD DOWN TORQUE NUT VALUES FROM 710 INCH POUND TO 810 INCH POUNDS, AND CHANGED EXISTING SIX POINT HOLD DOWN NUTS TO TWELVE POINT NUTS.
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: private
- Ratings: single-engine land
- Flight time: 1,100 hours in all; 90 in this make and model; 10 in the last 90 days; 5 in the last 30 days; 1,100 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,510 hours
- Last inspection: annual inspection, March 9, 1991; 98 hours since
- Maximum gross weight: 3,100 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental I0-470-C (piston); 0 hours total
The flight
- Destination: RYY Marietta GA
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 250° at 6 knots
- Visibility: 7 statute miles
- Sky: overcast at 6,500 ft; clear
- Temperature: 39°F (4°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
- Observation at 7:10 pm from TYS, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| 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.