Beech BE35 accident near Los Fresnos, Texas, December 29, 2004
On December 29, 2004, a Beech BE35, registered N860R, was substantially damaged in an accident near Los Fresnos, Texas (Brownsville/South Padre airport). It was a personal flight under general aviation rules (Part 91). 1 person had minor injuries. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The loss of engine power for undetermined reasons. A contributing factor was the prevailing dark night ilumination.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- December 29, 2004
- Place
- Los Fresnos, Texas · Brownsville/South Padre · map
- Type
- Accident
- Injuries
- 1 person had minor injuries.
- Weather
- visual conditions (good weather)
- Aircraft
- Beech BE35
- Registration
- N860R · no longer on the register · serial CD-11
- Damage
- Substantial damage
- Flight
- Personal flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The 1,172-hour pilot reported that the engine lost power when he increased manifold pressure after he leveled off at an altitude of 1,200 feet while on a night cross country flight. The pilot was able to restart the engine by adjusting the mixture and turning on the fuel boost pump; however, the engine lost power a second time. He then initiated a forced landing to an open field with the landing gear retracted. After the airplane came to rest , the pilot secured the airplane and placed the fuel selector to the "off" position. Examination of the airplane revealed there was no fuel in the auxiliary tanks, 20 gallons in the left main tank, and approximately 15 gallons in the right main fuel tank. The pilot said that he had previously experienced a loss of engine power on three different occasions in this airplane, and was able to restore power. After each of those power losses the airplane was examined by an airframe and power plant mechanic, and no deficiencies were identified. The engine was test-run under the supervision of the Safety Board. The engine started immediately and ran at various power settings without interruption for approximately 30 minutes. No mechanical deficiencies were noted.
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; instrument: airplane
- Flight time: 1,172 hours in all; 104 in this make and model; 6 in the last 90 days; 6 in the last 30 days; 1,023 as pilot in command
- Last flight review: July 1, 2003
- Medical certificate: Class 3 (with waivers/limitations)
- Seat: left
- Injury: minor injuries
The aircraft
- Airframe total time: 4,308.8 hours
- Last inspection: annual inspection, July 1, 2004; 6 hours since
- Maximum gross weight: 2,900 lb
- Seats: 4
- Landing gear: retractable
- Engine: Teledyne Continental IO-470-J (piston); 0 hours total
The flight
- Departed from: 07F Gladewater TX at 9:20 pm
- Destination: BRO Brownsville TX
- Flight plan: none
Weather at the time
- Light: night
- Wind: from 110° at 5 knots
- Visibility: 10 statute miles
- Sky: clear
- Temperature: 66°F (19°C), dew point 61°F (16°C)
- Altimeter: 30.26 inHg
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.