Beech C35 accident near Camden, Arkansas, September 24, 2017
On September 24, 2017 at about 11:29 pm local time, a 1952 Beech C35, registered N5958C, was destroyed in an accident during initial climb near Camden, Arkansas (Harrell Field Airport). It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The pilot's improper decision to return to the runway instead of landing straight ahead when the engine lost power and his failure to maintain adequate airspeed while maneuvering for an emergency landing, which resulted in an exceedance of the airplane's critical angle of attack and an aerodynamic stall. Contributing to the accident was the pilot's failure to properly secure the left main fuel tank cap after refueling, which resulted in a loss of engine power due to fuel starvation during the takeoff climb.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 24, 2017 · about 11:29 pm local time
- Place
- Camden, Arkansas · Harrell Field Airport · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech C35 NO SERIES, built 1952 · all C35s on the register
- Registration
- N5958C · no longer on the register · serial D-3319
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After refueling the airplane, the pilot and the pilot-rated passenger took off in the airplane to return to the pilot's home airport. During the initial climb, the airplane accelerated to about 67 knots and reached an altitude of about 170 ft above ground level before it began to slow and lose altitude, consistent with a loss of engine power. Although more than 2,300 ft of relatively level grassy terrain suitable for an emergency landing remained ahead of the airplane, the pilot made a left turn back toward the departure end of the runway. During the turn, the airplane entered a steep left spiral, impacted the ground, and caught fire. The airplane's left main fuel tank cap was found on the left side of the runway about 1,000 ft from the threshold and 4,500 ft from the main wreckage. The cap's locking lever was engaged, and it showed no fire or impact damage. The fuel selector valve was found positioned to the right main fuel tank feed position. Flight control continuity was confirmed, and no other preimpact anomalies were found. According to the pilot operating handbook for the airplane, the fuel selector should be on the left main fuel tank for takeoff. It is likely that the left main fuel tank cap was not secured after the airplane was refueled and fell off the airplane's left wing onto the runway during the takeoff. Without the cap in place, fuel escaped from the left main fuel tank and subsequently starved the engine of fuel during the climb, resulting in the power loss. The pilot likely switched the fuel selector to the right main fuel tank in an attempt to restart the engine. When the pilot tried to turn back to the airport, he failed to maintain a safe airspeed, and the airplane exceeded its critical angle of attack and entered an aerodynamic stall.
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
- Aircraft inspection event during prior to flight
- Fuel starvation during initial climb
- Loss of engine power (total) during initial climb defining event
- Loss of control in flight during emergency descent
The NTSB's findings
- cause Personnel issues › Action/decision › Info processing/decision › Decision making/judgment › Pilot
- cause Personnel issues › Task performance › Use of equip/info › Aircraft control › Pilot
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Angle of attack › Not attained/maintained
- cause Aircraft › Aircraft oper/perf/capability › Performance/control parameters › Airspeed › Not attained/maintained
- factor Personnel issues › Task performance › Inspection › Preflight inspection › Pilot
- factor Personnel issues › Task performance › Planning/preparation › (general) › Pilot
- factor Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
- factor Aircraft › Fluids/misc hardware › Misc hardware › (general) › Incorrect use/operation
Pilot
- Certificate: commercial pilot, military
- Ratings: single-engine land; instructor: airplane single-engine; instructor: helicopter; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 2,616 hours in all; 440 in this make and model
- Last flight review: October 27, 2016
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: left
- Injury: fatal
Pilot-Rated Passenger
- Certificate: commercial pilot, military
- Ratings: single-engine land; instrument: helicopter; rotorcraft: helicopter
- Flight time: 20 hours in all; 0 in this make and model
- Medical certificate: Class 1
- Seat: rgt
- Injury: fatal
The aircraft
- Airframe total time: 5,719.4 hours
- Last inspection: annual inspection, September 5, 2017
- Maximum gross weight: 2,703 lb
- Seats: 4
- Landing gear: retractable
- Engine: Cont Motor E185 SERIES (piston); 0 hours total
- Fire on the ground
The flight
- Departed from: CDH Camden AR at 11:45 pm
- Destination: SUZ Benton AR
- Flight plan: none
- Runway 01, 6,502 ft by 100 ft
- A second pilot was aboard
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 82°F (28°C), dew point 73°F (23°C)
- Altimeter: 29.88 inHg
- Observation at 11:35 pm from KCDH, 1 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 2 |
About this page
Everything above comes from the NTSB's public accident database: the narrative, probable cause and findings are the NTSB's own words, and the coded tables behind its report (pilot, aircraft, flight, weather, injuries, sequence of events) are written out in plain English. Pilots' ages, home towns and medical details are left out on purpose. The docket at the NTSB holds the report as a PDF and the investigation's photographs and documents. This site never names pilots, passengers or anyone else involved. A preliminary report describes what is known soon after the event and can change; the final report, with the probable cause, usually follows one to two years later and this page is refreshed when it does. Case number CEN17FA364.