Beech A35 accident near Grand Ledge, Michigan, October 4, 1987
On October 4, 1987 at about 8:50 pm local time, a Beech A35, registered N8705A, was substantially damaged in an accident near Grand Ledge, Michigan (Abrams airport). It was a personal flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 4, 1987 · about 8:50 pm local time
- Place
- Grand Ledge, Michigan · Abrams · map
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech A35 · all A35s on the register
- Registration
- N8705A · no longer on the register · serial 2115
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
AFTER RTRNG FM A X-COUNTRY FLT, THE PLT WAS ABOUT TO TURN DOWNWIND TO LAND WHEN THE ENG BEGAN TO LOSE POWER. HE MOVED THE FUEL SELECTOR FROM THE LEFT MAIN TO THE RGT MAIN PSN & PUMPED THE WOBBLE PUMP SVRL TIMES, BUT THE ENG DID NOT RESTART. HE THEN MOVED THE FUEL SELECTOR TO THE AUX PSN & USED THE WOBBLE PUMP AGAIN. HE SAW THE FUEL PRESSURE 'JIGGLE',BUT THE ENG STILL DID NOT START. WHILE TRYING A RESTART, HE MANEUVERED THE ACFT TOWARD THE ARPT & EXTENDED THE LANDING GEAR; HOWEVER, HE WAS UNABLE TO GET ALIGNED WITH THE RWY WITH SUFFICIENT ALT. THE ACFT TOUCHED DOWN ON UNPREPARED TERRAIN ABOUT 15' FROM THE RWY. SUBSEQUENTLY, THE NOSE & RGT MAIN GEAR COLLAPSED. AFTER THE ACDNT, FUEL WAS FND IN ALL TANKS. HOWEVER, WHEN THE FUEL LINES WERE DISCONNECTED FROM THE ELECTRIC FUEL PUMP, NO FUEL WAS FOUND. DRG AN INTERVIEW, THE PLT SAID HE DID NOT USE THE ELECTRICALLY OPERATED AUX PUMP WHILE ATTEMPTING A RESTART DRG THE EMERGENCY.
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: commercial pilot
- Ratings: single-engine land; instrument: airplane
- Flight time: 3,060 hours in all; 109 in this make and model; 15 in the last 90 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,062 hours
- Last inspection: annual inspection, April 18, 1987; 54 hours since
- Maximum gross weight: 1,907 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental E-185-8 (piston); 0 hours total
The flight
- Departed from: SJX Beaver Island MI at 7:35 pm
- Destination: 4D0
- Flight plan: none
- Runway 27, 3,200 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 240° at 6 knots
- Visibility: 20 statute miles
- Sky: scat
- Temperature: 61°F (16°C), dew point 36°F (2°C)
- Altimeter: 30.00 inHg
- Observation at 8:50 pm from LAN, 7 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 2 |
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.