Beech C35 accident near Evansville, Indiana, December 17, 1997
On December 17, 1997 at about 8:54 pm local time, a Beech C35, registered N782D, was substantially damaged in an accident near Evansville, Indiana (Skylane Airport). It was a personal flight under general aviation rules (Part 91). 1 person was killed. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
Improper maintenance by the use of a loose fitting unapproved fuel line, which resulted in fuel starvation and the loss of engine power.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 17, 1997 · about 8:54 pm local time
- Place
- Evansville, Indiana · Skylane Airport · map
- Type
- Accident
- Injuries
- 1 person was killed.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech C35 · all C35s on the register
- Registration
- N782D · no longer on the register · serial D-3051
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The airplane hit the tops of trees located about 280 feet from the impact site on the side of a highway berm. The descent angle measured eight degrees. The left wing hit two small trees located 17 feet in front of the initial ground scar. The airplane spun around and came to rest 9 feet from end of the initial ground scar. No propeller ground scars were found. One propeller blade was undamaged. The other blade was undamaged except it had 4 inches of chordwise scratching on the backside of the blade. The examination of the airplane revealed flight control and engine continuity. The fuel system on the engine had been converted to a fuel injection system. The fuel in the airplane was autogas. A green hose was found connecting the fuel line at the fire wall to the engine driven fuel pump. The fuel line was marked, 'GATES 6C5D FLEXLINE 5/16 INCH 1500 PSI MAX HYD WP MADE IN USA.' The manufacturer of the green hose reported it was a common hose used for petroleum products such as transmission fluid or anti-freeze. The manufacturer reported it had not made aviation hoses for many years. Inspection of the green hose revealed that the B nut attached to the fire wall was loose. A witness reported that the pilot performed maintenance on the airplane, although he was not an Airframe and Powerplant mechanic.
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: 650 hours in all; 140 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 5,287 hours
- Last inspection: annual inspection, July 19, 1997; 21 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental E-225-8 (piston); 0 hours total
The flight
- Departed from: 3EV
- Flight plan: none
- Runway 0
Weather at the time
- Light: daylight
- Wind: from 310° at 4 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 48°F (9°C), dew point 37°F (3°C)
- Altimeter: 30.00 inHg
- Observation at 9:34 pm from EVV, 4 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.
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.