Beech D50A accident near Mitchell, Nebraska, July 26, 1997
On July 26, 1997 at about 11:30 pm local time, a Beech D50A, registered N3BE, was substantially damaged in an accident near Mitchell, Nebraska. It was a ferry flight under general aviation rules (Part 91). No one was hurt; 1 person was on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
the pilot's improper fuel selector position and the fuel starvation. Factors contributing to the accident were: the pilot's inattentiveness of the refueling, inadequate aircraft preflight, and the rough terrain/ditch.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- July 26, 1997 · about 11:30 pm local time
- Place
- Mitchell, Nebraska · map
- Type
- Accident
- Injuries
- No one was hurt; 1 person was on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech D50A · all D50As on the register
- Registration
- N3BE · no longer on the register · serial DH-196
- Damage
- Substantial damage
- Flight
- Ferry flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
After performing maintenance work on the aircraft, the pilot had the aircraft fueled. 25 gallons of fuel were put into each outboard auxiliary tank. The fueler reported that the pilot removed the outboard fuel caps and he filled those tanks; the pilot then replaced the fuel caps after fueling was completed. The pilot stated he 'failed to recheck fueling and individual tanks.' The main tanks located on the inside of the engine nacelle were not filled. The pilot did a run up and partial power taxi, returned, checked the engines for leaks, and departed. After leveling off at 1500' above ground level and 10 minutes en route, the left engine lost power. The pilot switched to the auxiliary tank, the engine gained power but then quit. The pilot prepared for landing and landed in a rough field. The right main gear and nose gear came off and the fuselage wrinkled behind the cockpit. The pilot reported the next day that he checked the left main tank and found it to be 'bone dry.'
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: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instructor: instrument airplane; instrument: airplane
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,104 hours
- Last inspection: annual inspection, October 3, 1984; 29 hours since
- Maximum gross weight: 6,300 lb
- Seats: 0
- Landing gear: retractable
- Engine: Lycoming GO-480-G2D6 (piston); 0 hours total
The flight
- Departed from: TOR Torrington WY at 11:15 pm
- Destination: BFF Scottsbluff NE
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 090° at 7 knots
- Visibility: 9 statute miles
- Sky: clear
- Temperature: 88°F (31°C), dew point 55°F (13°C)
- Altimeter: 29.00 inHg
- Observation at 11:54 pm from BFF, 13 miles away
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 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 N3BE 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.