Beech C35 accident near Lakeview, Texas, August 26, 2025
On August 26, 2025 at about 11:57 pm local time, a 1951 Beech C35, registered N655D, was substantially damaged in an accident during enroute near Lakeview, Texas (N/A airport). It was a positioning flight under general aviation rules (Part 91). 2 people had minor injuries. The weather was visual conditions (good weather).
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The NTSB's probable cause their words, unchanged
The pilot’s fuel system mismanagement which resulted in a loss of engine power due to fuel starvation.
Source: NTSB aviation accident database, copy made October 4, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 26, 2025 · about 11:57 pm local time
- Place
- Lakeview, Texas · N/A · map
- Type
- Accident
- Injuries
- 2 people had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech C35, built 1951 · all C35s on the register
- Registration
- N655D · registry record · serial D-2923
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported the engine start, run-up, and takeoff were routine. About 35 minutes after takeoff, the pilot changed from the right to the left fuel tank. About 2 hours after taking off while in cruise flight at 6,500 ft mean sea level, the engine sputtered accompanied by a reduction in the fuel flow. The pilot activated the fuel boost pump with no effect on the fuel flow. He subsequently changed from the left fuel tank to the right fuel tank again with no effect and then returned the fuel selector to the left fuel tank. The propeller continued to windmill and further trouble shooting did not restore engine power so the pilot executed a forced landing to an open field populated with vegetation and sparse brush. The airframe sustained substantial damage to both wings and the fuselage. ADS-B data revealed the airplane departed at 1647:43 and ultimately climbed to a cruise altitude of about 6,500 ft msl. About 1853, the airplane entered a gradual descent which continued until the final data point consistent with a loss of engine power about that time. The final ADS-B data point was recorded at 1857:31. The altitude associated with that final data point was about 2,475 ft msl, which was about 50 ft above ground level. A postaccident examination did not reveal any evidence of a fuel leak or vegetation blight. The fuel caps were securely installed, and the fuel system appeared to be intact. About 8 gallons of fuel were recovered from the left tank and 3 gallons were recovered from the auxiliary tank. The right fuel tank was empty. The FAA inspector observed the fuel selector set to the left fuel tank when on scene after the accident. Postrecovery airframe fuel system and engine examinations did not reveal any anomalies consistent with a loss of engine power. According to the Pilot Operating Handbook, the engine was expected to burn about 9.7 gallons per hour (gph) and 11.2 gph at 65% and 75% engine power, respectively. The unusable fuel was 3 gallons in each main tank. The pilot stated that about 33 gallons of fuel were onboard at takeoff. Since about 11 gallons remained in the airplane at the time of the accident, the engine had burned about 22 gallons which was consistent with the flight time of 2 hours and 5 minutes from takeoff until the loss of engine power. In light of the lack of anomalies with respect to the engine and the fuel system, it is likely the pilot inadvertently ran the right fuel tank dry and was not able to reestablish fuel flow to the engine from the left fuel tank.
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
- Fuel starvation during enroute defining event
The NTSB's findings
- Aircraft › Fluids/misc hardware › Fluids › Fuel › Fluid management
- Personnel issues › Task performance › Use of equip/info › Use of equip/system › Pilot
- Personnel issues › Task performance › Planning/preparation › Fuel planning › Pilot
Pilot
- Certificate: airline transport pilot, flight instructor
- Ratings: multi-engine land; single-engine land; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane; rotorcraft: airship
- Flight time: 2,778 hours in all; 50 in this make and model; 11 in the last 90 days; 5 in the last 30 days
- Last flight review: November 19, 2023
- Medical certificate: Class 1 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 5,508 hours
- Last inspection: annual inspection, April 25, 2025
- Maximum gross weight: 2,700 lb
- Seats: 4
- Landing gear: retractable
- Engine: Cont Motor E185 (piston); 0 hours total
The flight
- Departed from: GPM Grand Prairie TX at 9:50 pm
- Destination: AMA Amarillo TX
- Flight plan: none
- Runway N/A
Weather at the time
- Light: daylight
- Wind: from 060° at 5 knots
- Visibility: 10 statute miles
- Sky: overcast at 1,500 ft
- Temperature: 70°F (21°C), dew point 63°F (17°C)
- Altimeter: 30.19 inHg
- Observation at 6:53 pm from KCDS, 32 miles away
Weather report (METAR): METAR KCDS 262353Z AUTO 06005KT 10SM OVC015 21/17 A3019
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Flig | 1 | |||
| Passengers | 1 |
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 CEN25LA347.