Beech B35 accident near Chesterfield, Missouri, June 24, 1996
On June 24, 1996 at about 2:30 am local time, a Beech B35, registered N5001C, was substantially damaged in an accident near Chesterfield, Missouri. 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
improperly balanced ruddervators and improperly installed ruddervator (elevator) trim tabs, due to improper maintenance, which resulted in ruddervator flutter and substantial damage in the area of the aft fuselage. Factors relating to the accident were: improper planning/decision by the owner/operator (pilot) by failing to ensure that the annual inspection and required aircraft maintenance were performed; and turbulence that led to vibration of the improperly balanced ruddervator.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- June 24, 1996 · about 2:30 am local time
- Place
- Chesterfield, Missouri · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech B35 · all B35s on the register
- Registration
- N5001C · registry record · serial D2263
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot/owner reported that he was flying at 140 mph when he encountered light turbulence, and the airplane started to shake. The shaking lasted for about three seconds before the pilot/owner could reduce power and pull back on the yoke to slow the airplane. He then continued on to his destination where he made a normal landing. After landing, extensive damage was found in the area of the aft fuselage. An investigation revealed the airplane did not have a current annual inspection. There were pinholes in the pitot tube where it had been welded. The airspeed indicator was tested, and it did not meet specifications. The ruddervators were examined for proper balance and rigging. The service balance range for the ruddervators is 16.8 to 19.8 inch-pounds trailing edge heavy (underbalance). Using the counterbalance method, the underbalance of the left and right ruddervators was determined to be 22.53 and 22.68 inch-pounds, respectively. Both the left and right ruddervator trim tab hinge pins had been installed incorrectly. The incorrectly installed trim tabs exhibited significant vertical free play near the inboard end; the tabs also had restricted up and down angular travel. The ruddervator balance and the trim tab installation had been performed by two different aircraft maintenance facilities.
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: 115 hours in all; 31 in this make and model
- Medical certificate: Class 3 (valid medical--no waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,620 hours
- Last inspection: annual inspection, May 20, 1995; 84 hours since
- Maximum gross weight: 2,650 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental E-225-8 (piston); 0 hours total
The flight
- Departed from: JEF Jefferson City MO at 1:30 am
- Destination: SUS
- Flight plan: none
- Runway 0
Weather at the time
- Light: night, bright
- Wind: from 360° at 10 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 81°F (27°C), dew point 0°F (-18°C)
- Altimeter: 30.00 inHg
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.