Beech BE-35 accident near Point Lookout, Missouri, September 29, 1998
On September 29, 1998 at about 9:20 pm local time, a Beech BE-35, registered N8946M, was substantially damaged in an accident near Point Lookout, Missouri (M. Graham Clark 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 pilot's continued flight with a known deficiency in equipment. Contributing to the accident was the maintenance adjustment that was not completed by the mechanic.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- September 29, 1998 · about 9:20 pm local time
- Place
- Point Lookout, Missouri · M. Graham Clark
- Type
- Accident
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech BE-35
- Registration
- N8946M · no longer on the register · serial CD-707
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The aircraft impacted terrain, while returning to Runway 29 at M. Graham Clark Airport, Point Lookout, Missouri, after experiencing a partial loss of engine power. The pilot reported that the mechanic, who inspected the mixture control, had replaced the outer mixture control clamps. The pilot also stated that the mechanic recommended to leave the control full rich until a mechanic could troubleshoot the reason that the control linkage allowed the mixture to go over center. The pilot stated that no paperwork was generated on the clamp replacement and that the mechanic did not want to charge for the work. The mechanic stated, that he had replaced a cable housing clamp and rigged the mixture control to the full rich stop. He also told the pilot that it was still not rigged correctly and would take a week to troubleshoot and repair. The mechanic further reported, that he showed the discrepancy to the pilot and told him he could do whatever he wanted to do. Inspection of the aircraft revealed that there was fuel present in both fuel tanks. Both magnetos were tested and no anomalies were noted. Inspection of the mixture control revealed that it was not travelling to the idle cut-off stop and that the full rich stop pin was not in place.
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: multi-engine land; single-engine land; instrument: airplane
- Flight time: 1,312 hours in all; 22 in this make and model; 22 in the last 90 days; 1,124 as pilot in command
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 4,897 hours
- Last inspection: annual inspection, April 3, 1998; 27 hours since
- Maximum gross weight: 3,000 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental IO-470K (piston); 0 hours total
The flight
- Destination: Slidell LA
- Flight plan: VFR
- Runway 29, 3,739 ft by 100 ft
Weather at the time
- Light: daylight
- Wind: from 260° at 3 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 77°F (25°C), dew point 72°F (22°C)
- Altimeter: 29.00 inHg
- Observation at 9:54 pm from SGF
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.