Beech D35 accident near Lexington, Kentucky, April 29, 1997
On April 29, 1997 at about 5:30 pm local time, a Beech D35, registered N5985C, was substantially damaged in an accident near Lexington, Kentucky. It was a business 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
flutter for an undetermined reason, which resulted in structural damage to the aft fuselage.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- April 29, 1997 · about 5:30 pm local time
- Place
- Lexington, Kentucky · map
- Type
- Accident
- Injuries
- No one was hurt; 2 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech D35 · all D35s on the register
- Registration
- N5985C · no longer on the register · serial D-3410
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The pilot reported that he made a climb to 7,500 feet and set his power to cruise at 160 mph. To remain clear of clouds, he started a descent to 6,500 feet. He experienced light turbulence, and the airplane began to vibrate and shake. After 10 to 15 seconds, the pilot pulled back on the throttle, and the vibration stopped. The pilot thought the vibration was engine related. He re-applied power for cruise, then the airplane started to shake again, but much more violently than the first occurrence. He reduced power and landed the airplane. The airplane's never exceed airspeed (Vne) was 203 mph, and the maximum cruise airspeed (Vno) was 160 mph. Inspection of the airplane revealed that the aft fuselage received extensive damage between fuselage station (FS) 256.9 and the 233.5 bulkhead. The longerons were bent downward, and two stringers were cracked. The left and right side fuselage panels below the stabilizers exhibited 45 degree buckling from the bottom of the FS 256.9 bulkhead to forward of the stabilizer cuffs. The bottom fuselage panel had popped rivets and torn skin, and there were two 2-inch creases in both stabilizers. No pre-existing cracks were found on the longerons. The ruddervators were properly balanced.
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: 2,000 hours in all; 25 in this make and model; 25 in the last 90 days
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 3,508 hours
- Last inspection: annual inspection, June 26, 1996; 31 hours since
- Maximum gross weight: 2,700 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental E-225 (piston); 0 hours total
The flight
- Departed from: IGX Chapel Hill NC at 3:30 pm
- Destination: IND Seymour IN
- Flight plan: VFR
- Runway 0
Weather at the time
- Light: daylight
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 61°F (16°C), dew point 43°F (6°C)
- Altimeter: 29.00 inHg
- Observation at 4:54 pm from LEX
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.
Other NTSB records under N5985C the same tail number, which may have belonged to a different aircraft at the time
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.