Beech V35 incident near Nacogdoches, Texas, September 20, 2009
On September 20, 2009 at about 10:18 pm local time, a Beech V35, registered N97500, suffered minor damage in an incident during enroute near Nacogdoches, Texas. 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 complete loss of engine power due to failure of the number two connecting rod. The reason for the connecting rod failure could not be determined.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 20, 2009 · about 10:18 pm local time
- Place
- Nacogdoches, Texas · map
- Type
- Incident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech V35 · all V35s on the register
- Registration
- N97500 · no longer on the register · serial D-8083
- Damage
- Minor damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
While in cruise flight the airplane's engine experienced a catastrophic failure. The pilot attempted to glide to a local airport, but was unable. While performing the forced landing to a vacant parking lot the airplane's upper windscreen impacted a static wire; however, the pilot was able to land successfully with minor damage to the airplane. Approximately 12 quarts of oil were drained from the engine sump before a tear down examination was performed. The examination revealed that the number two and four connecting rods had separated from the crankshaft. The number two connecting rod cap and rod cap bearings were thermally discolored, and the two rod cap bolts were found separated. Impact signatures on the number four connecting rod were constant with a secondary failure. The reason for the number two rod cap thermal discoloration and subsequent rod failure could not be determined.
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
- Loss of engine power (total) during enroute defining event
- Loss of engine power (total) during emergency descent
- Off-field or emergency landing during emergency descent
The NTSB's findings
- cause Aircraft › Aircraft power plant › Engine (reciprocating) › Recip engine power section › Failure
- cause Not determined › Not determined › (general) › (general) › Unknown/Not determined
Pilot
- Certificate: private
- Ratings: single-engine land; instrument: airplane
- Flight time: 2,152 hours in all; 1,970 in this make and model; 2,058 as pilot in command
- Last flight review: December 16, 2007
- Medical certificate: Class 3 (without waivers/limitations)
- Seat: left
- Injury: no injuries
The aircraft
- Airframe total time: 5,334 hours
- Last inspection: annual inspection, September 1, 2009
- Maximum gross weight: 3,400 lb
- Seats: 6
- Landing gear: retractable
- Engine: Cont Motor IO 520 SERIES (piston); 0 hours total
The flight
- Departed from: RFI Henderson TX at 10:00 pm
- Destination: BPT Beaumont TX
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 180° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 84°F (29°C), dew point 0°F (-18°C)
- Altimeter: 29.92 inHg
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flight 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.