Smith, Ted Aerostar 601P AEROSTAR accident near Dickinson, North Dakota, March 9, 1986
On March 9, 1986 at about 8:24 pm local time, a Smith, Ted Aerostar 601P AEROSTAR, registered N35DM, was substantially damaged in an accident near Dickinson, North Dakota (Dickinson airport). It was a business flight under general aviation rules (Part 91). 1 person had minor injuries; 3 others were unhurt. The weather was instrument conditions (cloud, fog or low visibility).
The NTSB's probable cause their words, unchanged
The NTSB has not yet published a probable cause for this accident. Investigations usually take one to two years; this page updates when the final report is released.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- March 9, 1986 · about 8:24 pm local time
- Place
- Dickinson, North Dakota · Dickinson · map
- Type
- Accident
- Injuries
- 1 person had minor injuries; 3 others were unhurt.
- Weather
- instrument conditions (cloud, fog or low visibility)
- Aircraft
- Smith, Ted Aerostar 601P AEROSTAR 601P AEROS
- Registration
- N35DM · registry record · serial 61P-0247
- Damage
- Substantial damage
- Flight
- Business flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
WHILE ENROUTE ON AN IFR FLIGHT PLAN, THE PLT CHANGED DESTINATION TO DICKINSON, ND, WHICH EXTENDED THE LENGTH OF THE FLT. HE DID NOT DESIGINATE AN ALTERNATE ARPT OR HAVE AN ADEQUATE FUEL RESERVE AS REQUIRED. ON ARRIVAL AT THE DESTINATION, HE EXECUTED AN INSTRUMENT APCH IN IMC. AFTER DESCENT BELOW THE CLOUDS, THE ACFT WAS NOT IN POSITION TO MAKE A NORMAL LANDING. THE PLT MADE A GO-AROUND AND ATTEMPTED TO FLY A VFR TRAFFIC PATTERN. WHILE ATTEMPTING TO ALIGN THE ACFT FOR LANDING HE ALLOWED THE ACFT TO STALL, DESCEND AND IMPACT THE GROUND. THE ACFT TRAVELED ACROSS THE ARPT INTERSECTING RUNWAYS AND CAME TO REST IN AN UPRIGHT POSITION. THE ACFT EXCEEDED MAXIMUM GROSS WEIGHT TAKEOFF LIMITS ON DEPARTURE AND FORWARD CG LIMIT AT THE TIME OF THE ACCIDENT.
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: flight instructor, commercial pilot
- Ratings: multi-engine land; single-engine land; instructor: airplane multi-engine; instructor: airplane single-engine; instrument: airplane
- Flight time: 7,319 hours in all; 116 in this make and model; 67 in the last 90 days; 7,050 as pilot in command
- Medical certificate: Class 2 (valid medical--w/ waivers/lim.)
- Seat: left
The aircraft
- Airframe total time: 2,208 hours
- Last inspection: annual inspection, December 20, 1985; 50 hours since
- Maximum gross weight: 6,200 lb
- Seats: 6
- Landing gear: retractable
- Engine: Lycoming IO-540-S1A5MM (piston); 0 hours total
The flight
- Departed from: BFI Seattle WA at 4:45 pm
- Destination: DIK Dickinson ND
- Flight plan: IFR
- Runway 32, 5,200 ft by 75 ft
Weather at the time
- Light: daylight
- Wind: from 070° at 7 knots
- Visibility: 1 statute miles
- Sky: overcast at 900 ft
- Temperature: 34°F (1°C), dew point 0°F (-18°C)
- Altimeter: 29.00 inHg
- Observation at 8:32 pm from DIK
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 1 | |||
| Passengers | 3 |
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.