Beech BE-A35 accident near Poplar Bluff, Missouri, July 31, 2000
On July 31, 2000 at about 3:00 am local time, a Beech BE-A35, registered N8530A, was substantially damaged in an accident near Poplar Bluff, Missouri (Poplar Bluff Municipal airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 2 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot exceeded the VNE speed restriction of 144 MPH. Factors included the ruddervator flutter and the out of balance ruddervators.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 31, 2000 · about 3:00 am local time
- Place
- Poplar Bluff, Missouri · Poplar Bluff Municipal · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech BE-A35
- Registration
- N8530A · no longer on the register · serial D1952
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported the airplane was in a descent in smooth air when he heard a loud noise and the airplane began shaking. It stopped when he pulled back on the yoke and pulled the throttle back. He reported he saw the airspeed indicator needle passing below 144 mph on the airspeed indicator after the shaking stopped. The aircraft inspection revealed the aft fuselage and empennage received damage. All four corners of the F.S. 256.9 bulkhead were cracked. The left and right ruddervator static underbalance was checked. The left and right ruddervators were 20.25 inch pounds. The acceptable limits for ruddervator underbalance is 16.8 to 19.8 inch pounds. The airplane's maintenance records were reviewed. The left and right ruddervators were reskinned on October 23, 1996. The ruddervators were primed but not painted. The recorded static underbalance for both ruddervators was 19.5 inch pounds. There was no documentation of any maintenance performed on the ruddervators since they were reskinned. The Airworthiness Directive (AD) 98-13-02 that placed a speed restriction of 144 MPH indicated airspeed on the Models 35, A35, B35, and 35R airplanes had been complied with. The inspection of the airplane revealed it had the required placard and red line on the airspeed that notified the pilot the new VNE speed was 144 MPH. The VNE speed prior to the AD was 204 MPH.
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: 1,020 hours in all; 102 in this make and model
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,137 hours
- Last inspection: annual inspection, July 17, 2000; 10 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental E225-8 (piston); 0 hours total
The flight
- Departed from: OSH Oshkosh WI at 11:10 pm
- Destination: POF
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, dark
- Visibility: 5 statute miles
- Sky: overcast at 11,000 ft; not recorded
- Temperature: 162°F (72°C), dew point 158°F (70°C)
- Altimeter: 30.00 inHg
- Observation at 2:55 am from POF
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.