Beech V35A accident near Knoxville, Tennessee, August 27, 1993
On August 27, 1993 at about 9:15 pm local time, a Beech V35A, registered N7733R, was substantially damaged in an accident near Knoxville, Tennessee (Sanders Private airport). It was an instructional flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
INADEQUATE ANNUAL INSPECTION PROCEDURES FOR THE FUEL SYSTEM, WHICH RESULTED IN FUEL STARVATION DUE TO BLOCKAGE OF THE FUEL FLOSCAN TRANSDUCER. A FACTOR WAS INSUFFICIENT FAA INSPECTION STANDARDS/REQUIREMENTS.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 27, 1993 · about 9:15 pm local time
- Place
- Knoxville, Tennessee · Sanders Private · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech V35A · all V35As on the register
- Registration
- N7733R · no longer on the register · serial D8874
- Damage
- Substantial damage
- Flight
- Instructional flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
DURING CLIMB OUT, THE AIRPLANE EXPERIENCED A REDUCTION IN ENGINE POWER FOLLOWED BY A COMPLETE LOSS OF POWER. THE FLIGHT INSTRUCTOR ASSUMED CONTROL OF THE AIRPLANE AND MADE A FORCED LANDING INTO A WOODED AREA; THE AIRPLANE COLLIDED WITH TREES AND FLIPPED INVERTED. EXAMINATION OF THE AIRCRAFT FUEL SYSTEM REVEALED CORROSIVE MATERIALS IN THE FUEL FLOSCAN TRANSDUCER; CORROSIVE MATERIALS BLOCKED BOTH THE IN AND OUT PORTS. THE TRANSDUCER IS PART OF A SUPPLEMENTAL TYPE CERTIFICATE MODIFICATION THAT MEASURES FUEL FLOW. THE ASSEMBLY IS MOUNTED ON TOP OF THE ENGINE, AND IS THE FINAL COMPONENT IN THE FUEL SYSTEM BEFORE THE FUEL FLOW DIVIDER. ACCORDING TO THE OPERATOR, THE AIRCRAFT HAD NOT BEEN FLOWN IN SEVERAL YEARS. A CURRENT ANNUAL INSPECTION HAD BEEN COMPLETED. HOWEVER, THERE IS NO INSPECTION PROCEDURE FOR THE TRANSDUCER ASSEMBLY.
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: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Flight time: 13,000 hours in all; 9,000 in this make and model; 100 in the last 90 days; 20 in the last 30 days; 13,000 as pilot in command; 6,000 on instruments
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: rgt
The aircraft
- Airframe total time: 3,600 hours
- Last inspection: annual inspection, August 20, 1993; 5 hours since
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-520-B (piston); 0 hours total
The flight
- Departed from: NONE at 11:33 pm
- Flight plan: none
- Runway 0, 1,200 ft by 200 ft
Weather at the time
- Light: daylight
- Wind: from 110° at 11 knots
- Visibility: 7 statute miles
- Sky: broken clouds at 25,000 ft; scat at 5,000 ft
- Temperature: 79°F (26°C), dew point 64°F (18°C)
- Altimeter: 30.00 inHg
- Observation at 10:50 pm from TYS, 15 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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.