Beech F35 accident near Chester, Arkansas, October 21, 2004
On October 21, 2004 at about 7:04 pm local time, a Beech F35, registered N3889B, was destroyed in an accident near Chester, Arkansas. It was a personal flight under general aviation rules (Part 91). 2 people were killed. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
the pilot's inadequate planning/decision which resulted in VFR flight into IMC, and his failure to maintain terrain clearance. Contributing factors were the pilot's failure to follow the briefing recommendation, fog, mist, and observation.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- October 21, 2004 · about 7:04 pm local time
- Place
- Chester, Arkansas · map
- Type
- Accident
- Injuries
- 2 people were killed.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Beech F35 · all F35s on the register
- Registration
- N3889B · no longer on the register · serial D-4139
- Damage
- Destroyed
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
During a cross-country flight, the non-instrument rated private pilot encountered instrument meteorological conditions, and the airplane was destroyed after impacting the terrain in a nose low attitude. Prior to the flight, the pilot obtained a weather briefing and the briefer informed the pilot that a VFR flight was not recommended. Personnel located at the departure airport stated prior to the flight, the pilot and passenger seemed tired and anixous to get home. Radar data depicted the airplane traveling in a west-northwesterly direction, then, approximately 4 minutes prior to the accident, the airplane executed a series of 360-degree turns. A witness located 1/4 mile from the accident site, reported misty and foggy weather conditions and visibility approximately 200 feet. The airplane came to rest on a rocky, open, 20-degree sloping hillside, and there were no ground scars noted except for the scars beneath the main wreckage. Examination of the airplane revealed no anomalies with the airframe or engine that would have precluded normal flight operations.
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: 2,363 hours in all; 1,165 in this make and model
- Medical certificate: Class 3 (valid medical--w/ waivers/lim.)
- Seat: left
- Injury: fatal
The aircraft
- Airframe total time: 4,248.7 hours
- Last inspection: annual inspection, December 24, 2003; 48.8 hours since
- Maximum gross weight: 2,750 lb
- Seats: 4
- Landing gear: retractable
- Engine: Continental E-225-8 (piston); 0 hours total
The flight
- Departed from: M97 Tunica MS at 5:30 pm
- Destination: SWO Stillwater OK
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 070° at 13 knots
- Visibility: 10 statute miles
- Sky: scat at 26 ft
- Temperature: 72°F (22°C), dew point 63°F (17°C)
- Altimeter: 29.92 inHg
- Observation at 7:16 pm from KFSM, 22 miles away
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.