Beech 33 accident near Winston-Salem, North Carolina, September 27, 1997
On September 27, 1997 at about 9:10 pm local time, a Beech 33, registered N331DP, was substantially damaged in an accident near Winston-Salem, North Carolina (Smith Reynold airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 4 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's improper planning/decision, which resulted in fuel exhaustion, loss of engine power, and a forced landing.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 27, 1997 · about 9:10 pm local time
- Place
- Winston-Salem, North Carolina · Smith Reynold · map
- Type
- Accident
- Injuries
- No one was hurt; 4 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech 33
- Registration
- N331DP · registry record · serial CD-945
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot stated that before takeoff, he checked the aircraft fuel supply and elected not to refuel. He reported that during examination of the fuel supply, the fuel supply in the left wing tank was two inches below the filler cap, and the right fuel gauge showed 1/4 tank. The pilot thought he had ample fuel for the 269 mile flight to the destination airport. Before reaching his distination, the pilot advised an air traffic controller that he was experiencing engine problems and requested assistance to the nearest airport. Moments later, he reported that the engine was running again, and he wanted to continue the flight to the destination airport. About five miles from the airport, the pilot reported that the engine had quit again. Subsequently, during a forced landing, the airplane collided with a utility pole and lines. Examination of the airplane failed to disclose a mechanical problem or system malfunction. There was no fuel recovered from the aircraft fuel system during field examination of the airframe.
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: 255 hours in all; 1 in this make and model; 185 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,600 hours
- Last inspection: inspection type not recorded
- Maximum gross weight: 3,400 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470-K (piston); 0 hours total
The flight
- Departed from: JZP Jasper GA at 6:55 pm
- Destination: INT
- Flight plan: none
- Runway 3, 3,938 ft by 150 ft
Weather at the time
- Light: daylight
- Wind: from 080° at 10 knots
- Visibility: 15 statute miles
- Sky: broken clouds at 3,500 ft; not recorded
- Temperature: 70°F (21°C), dew point 57°F (14°C)
- Altimeter: 29.00 inHg
- Observation at 8:40 pm from INT, 5 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.
Other NTSB records under N331DP the same tail number, which may have belonged to a different aircraft at the time
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.