Beech H-35 accident near Jackson, Alabama, July 5, 1994
On July 5, 1994 at about 7:59 pm local time, a Beech H-35, registered N7917D, was destroyed in an accident near Jackson, Alabama. It was a business flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
THE PILOT'S FAILURE TO AVOID AN AREA OF THUNDERSTORM ACTIVITY, WHICH RESULTED IN A LOSS OF CONTROL AND THE DESIGNED STRUCTURAL LIMITS OF THE AIRFRAME BEING EXCEEDED. THE THUNDERSTORMS WERE A FACTOR IN THE ACCIDENT.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 5, 1994 · about 7:59 pm local time
- Place
- Jackson, Alabama · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech H-35 · all H-35s on the register
- Registration
- N7917D · no longer on the register · serial D-5175
- Damage
- Destroyed
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
ACCORDING TO AIR TRAFFIC, THE VFR ONLY PILOT RECEIVED A PREFLIGHT WEATHER BRIEFING. THUNDERSTORM ACTIVITY WAS FORECASTED ALONG THE INTENDED ROUTE OF FLIGHT. WHILE ENROUTE, THE PILOT ENTERED AN AREA OF THUNDERSTORM ACTIVITY AND REQUESTED AIR TRAFFIC CONTROL ASSISTANCE. THE AIR TRAFFIC CONTROLLER ATTEMPTED TO PROVIDE THE PILOT WITH RADAR VECTORS BUT, NEVER GOT A RESPONSE FROM THE PILOT. THE PILOT'S LAST TRANSMISSION WAS, 'MAYDAY, MAYDAY, WE'RE GOING DOWN'. SECONDS LATER, RADIO AND RADAR CONTACT WERE LOST; AN ELT SIGNAL WAS RECEIVED BY ANOTHER AIRCRAFT IN THE VICINITY OF THE LAST RADAR HIT. THE AIRCRAFT WRECKAGE WAS SCATTERED OVER A WOODED AREA 2500 FEET LONG AND 300 FEET WIDE. EXAMINATION OF THE WRECKAGE PATH REVEALED THAT THE LEFT AND RIGHT WING ASSEMBLIES WERE LOCATED 600 FEET APART NORTH OF THE MAIN WRECKAGE. EXAMINATION OF THE MAIN WING SPAR FRACTURE REVEALED THAT THE OVERLOAD FAILURE OCCURRED IN AN UPWARD DIRECTION. FLIGHT COMPONENTS FROM THE EMPENNAGE WERE LOCATED SOUTH OF THE MAIN WRECKAGE. EXAMINATION OF THE LEFT RUDDERVATOR ASSEMBLY DISCLOSED THAT IT SEPARATED FROM THE AIRFRAME IN AN UPWARD DIRECTION.
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: 100 hours in all
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 990 hours
- Last inspection: annual inspection, August 29, 1993; 186 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental O-470 (piston); 0 hours total
The flight
- Departed from: MBO Madison MS at 6:58 pm
- Destination: GNV Gainesville FL
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 230° at 10 knots
- Visibility: 10 statute miles
- Sky: scat at 4,000 ft
- Temperature: 90°F (32°C), dew point 75°F (24°C)
- Altimeter: 30.00 inHg
- Observation at 7:50 pm from MOB, 45 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 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.